JP2008008432A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify the whole structure of an automatic transmission by collectively arranging a decelerating planetary gear and clutches, in a 6-speed or more multistage transmission. <P>SOLUTION: A boss part of a holding member 3 bearing an input shaft 4 is cylindrically extended on a planetary gear line side, and the decelerating planetary gear 40 and the plurality of clutches are arranged on the outside in the radial direction of the cylindrical boss part of the holding member 3. An oil passage is formed for supplying oil to a hydraulic serve of the plurality of clutches from the outer periphery of the cylindrical boss part of the holding member 3. A connection member driving the decelerating planetary gear 40 from the input shaft 4 is rotatably arranged along the outer periphery of the cylindrical boss part of the holding member 3, and a clutch having a clutch drum integrated with the connection member is arranged. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

The present invention relates to an automatic transmission for a vehicle that is controlled using a hydraulic clutch and a brake, and in particular, an input shaft and an output shaft are arranged on a straight line, and the rotation of the input shaft and the reduced rotation of the input shaft are connected to the planet via the clutch. The present invention relates to the structure of a planetary gear for reduction, a clutch, and other parts in an automatic transmission of 6 or more forward speeds input to a gear train.

As is well known, in recent years, there has been a strong demand for fuel efficiency of automobiles due to global environmental problems, and multi-stage automatic transmissions for vehicles have been advanced to 6 or more forward speeds. In particular, a large vehicle is used for a so-called rear wheel drive vehicle in which an input shaft and an output shaft are arranged on a straight line, and an automatic transmission having six or more forward speeds is required in view of vehicle weight to power. As an effective means of obtaining a multi-stage forward speed of 6 or more speeds, selectively input decelerated rotation and non-decelerated rotation to 3 components of 2 planetary gear trains with 4 components, A simple automatic transmission for a vehicle has been devised in which a brake is arranged on the two components, and the remaining one component is output. Patent Document 1 in which reduced rotation is input to one component and non-decelerated rotation is input to the other two components, and reduced rotation is input to two components, and the other one component This is a power train of Patent Document 2 in which non-decelerated rotation is input. In addition, a method has been proposed in which a decelerated rotation and a non-decelerated rotation are input to the same component to obtain a forward speed of 7 or more.

As automatic transmission devices for 6-speed forward and 1-reverse forward transmissions that have been put to practical use in rear-wheel drive vehicles, there are Documents 3, 4, and 5 that are similar to Patent Document 1, and Documents 6 and 7 that are similar to Patent Document 2. . These are automatic transmissions described in SAE TECHNICICAL PAPER. As two planetary gear trains having four components, in the literatures 3, 4 and 5, two sun gears and carriers and ring gears are connected and the remaining carriers are output, and in the literatures 6 and 7, A so-called Ravigne planetary gear sharing a ring gear with a carrier whose output is a ring gear is used. Deceleration rotation uses a decelerating planetary gear consisting of three components with one or two planetary pinion gears, inputs to one component, and fixes the other component Therefore, the remaining one component is decelerated and used. For rear-wheel drive vehicles, References 3, 4, and 5 having a 1: 1 gear without a planetary gear are more advantageous in terms of transmission efficiency than References 6 and 7, but are used for References 3, 4, and 5. The planetary gear train to be used has a drawback in power transmission that is decelerated after the power is increased at the fifth and sixth forward speeds. In the present invention, those other than these planetary gear trains are also described as examples.

In References 3 and 4, the speed change characteristics are the same, but since the decelerated rotation is input using a brake rather than a clutch, there is a disadvantage that some parts become too high, resulting in decelerated rotation using the clutch of the present invention. It is different from the method. The structure of Document 5, which uses the same one reduced rotation and two non-decelerated rotations as part of the present invention via a clutch, has an input shaft that is detachably fixed to a transmission case. A boss portion of the holding member that supports the shaft and an input shaft are each provided with one clutch that transmits non-decelerated rotation, and one reduced rotation is transmitted to the boss portion of the holding member provided at the center of the transmission case. Although a clutch is arranged and the fixed component of the planetary gear for reduction is fixed to the transmission case between the two holding members via a flange, it is extremely complicated although it has a PTO function to output power externally. It has a simple structure.

In the structures of Documents 6 and 7 using the same two-speed reduction rotation and one non-deceleration rotation input through the clutch as in the other part of the present invention, the two clutches transmitting the reduction rotation 1 and the planetary gear for reduction are arranged on the outer periphery of the boss portion of the holding member that supports the input shaft that is detachably fixed to the transmission case, and other one clutch that transmits the reduced speed rotation Since one clutch that transmits the reduced speed rotation is arranged separately on the input shaft and other shafts, the pipeline resistance of the hydraulic oil passage to these clutches increases, adversely affecting the response and mixing with the lubrication passage In addition to being complicated, the clutch itself must be complicated because it cannot use common parts. In addition, when the clutch is arranged on the input shaft, the shaft fulcrum of the components of the clutch and the planetary gear train cantileverly overhang from the bearing portion of the input shaft, causing vibration noise.

There are many patent applications regarding the structure of the method of inputting two deceleration rotations and one non-deceleration rotation, which are a part of the present invention, via a clutch. As an example, Patent Document 8 describes a structure in which two clutches for transmitting two reduction rotations and a planetary gear for reduction are arranged on the outer periphery of a boss portion of a holding member that supports an input shaft. In this structure, a seal ring of a common part can be used for the hydraulic servos of the two clutches that transmit the two speed reduction rotations, but the two clutches are separately arranged between the speed reduction planetary gear and the holding member side wall. Therefore, it is necessary to enlarge the space between the planetary gear for deceleration and the side wall of the holding member. Further, since one clutch for transmitting one non-decelerated rotation is arranged on the input shaft, adverse effects such as an increase in pipe resistance of the hydraulic oil passage, a mixture of lubricating passages, and vibration due to overhang shaft support occur.

As a second example, two clutches that transmit two reduced rotations, one clutch that transmits non-decelerated rotations, and a planetary gear for reduction are arranged on the outer periphery of the boss portion of the holding member that supports the input shaft. The structure is described in Patent Document 9. In this structure, two clutches that transmit two decelerated rotations and one clutch that transmits one non-decelerated rotation are arranged separately between the planetary gear for reduction and the side wall of the holding member. Although the shaft support of the shaft is stable, the space between the planetary gear for reduction and the side wall of the holding member must be increased, and in addition to connecting the clutch drum itself that transmits the rotation of the input shaft to the component, the bearing is used as a carrier. In addition to the complexity of the structure that must be provided on the connecting member, the inertial amount of the constituent elements also increases, which adversely affects shifting.

The structure of a system that inputs two decelerated rotations and two non-decelerated rotations having four shift speeds more than six forward speeds, which is a part of the present invention, via four clutches is disclosed in Patent Literature 10. In this structure, two clutches each transmitting one decelerating rotation and non-decelerating rotation are separately arranged on the input shaft and the shaft integral with the input shaft to increase the pipeline resistance of the hydraulic oil passage and the lubricating passage. Not only does it cause adverse effects such as vibration due to mixing and overhang shaft support, but the clutch itself cannot be used in common and must be complicated. The two clutches that transmit the reduced rotation and the non-decelerated rotation arranged between the reduction planetary gear and the holding member side wall are partly devised to connect the clutch drum. The drum, piston and return spring are arranged independently and have a complicated structure.

JP 52-149562 A JP-A-4-219553 SAE PAPER 881840 (GM) SAE PAPER 2004-01-0650 (TOYOTA) SAE PAPER 2004-01-0653 (AISIN) SAE PAPER 2003-01-0596 (ZF) SAE PAPER 2004-01-0652 (AISIN AW) JP 2000-199548 A JP 2000-110900 A JP-A-2005-090519

A first problem of the present invention is that a component of a planetary gear train composed of four components is subjected to either or both of rotation of the input shaft and decelerated rotation of the input shaft via the decelerating planetary gear. For a planetary gear train composed of four components, the reduction planetary gear and each clutch are collectively arranged on the holding member of the transmission case with respect to the automatic transmission having six or more forward speeds input via the It is to simplify the structure of the entire automatic transmission.

The second problem of the present invention is to reliably and simply support the rotating shaft used in the transmission, and to stabilize the shaft support of each clutch drum and reduce noise vibration. In particular, when a plurality of clutches are arranged between the input shaft and the planetary gear for deceleration, the shaft support of each part is stabilized.

The third problem of the present invention is to collect the oil supply passages for the oil to the respective clutches, shorten the length of the supply oil passage, and reduce the pipe resistance.

A fourth problem of the present invention is to simplify the clutch structure by using a double clutch that shares a clutch drum suitable for the characteristics of various power trains, and to simply combine the planetary gear for reduction and each clutch. At the same time, the components of the automatic transmission are arranged in a compact manner.

The present invention according to claim 1 relates to the arrangement of a clutch and a reduction planetary gear for transmitting the rotation of the input shaft to the planetary gear train composed of four components and the reduced rotation of the input shaft via the reduction planetary gear. In order to solve the first, second and third problems, the first and third constituent elements of the planetary gear train composed of four constituent elements include the input shaft rotation and deceleration planets. Either one or both of the decelerated rotation of the input shaft via the gear is input via the clutch and a brake is arranged on the third component, and the rotation of the input shaft is transmitted to the second component via the clutch. And the brake and one-way clutch are arranged, the fourth component is connected to the output shaft, the input shaft, the planetary gear train and the output shaft are arranged in the axial direction in order to be detachable from the transmission case. Fixed holding part that supports the input shaft The boss portion of the holding member is cylindrically extended to the planetary gear train side, the planetary gear for reduction and a plurality of clutches are arranged on the outer side in the radial direction of the cylindrical boss portion of the holding member, and the plurality of clutches are arranged from the outer periphery of the cylindrical boss portion of the holding member. A clutch that is provided with an oil passage for supplying oil to the hydraulic servo of the motor, and that has a connecting member that drives the planetary gear for reduction from the input shaft rotatably along the outer periphery of the cylindrical boss portion of the holding member. A clutch with a drum was provided.

The present invention according to claim 2 relates to an automatic transmission for six forward speeds and one reverse speed using a system in which one decelerated rotation and two non-decelerated rotations are input via a clutch. A means for solving the second, third and fourth problems, wherein the rotation of the input shaft is coupled to the first and second components of the planetary gear train via the clutches C1 and C2, and used for deceleration. The reduced rotation of the input shaft via the planetary gear is connected to the third component of the planetary gear train via the clutch C3, and the clutch C1 is transmitted radially inward of the friction member connected to the transmission path 7 of the clutch C2. A common clutch drum of a double clutch device having a friction member connected to the path 6 is fixed integrally with a connecting member that drives a reduction planetary gear from the input shaft, and a double planetary gear is used as the reduction planetary gear. Hold either sun gear or carrier One of the other is connected to the input shaft, a friction member for connecting the ring gear and the clutch drum of the clutch C3 is arranged on the outer periphery of the ring gear, and the clutch drum of the clutch C3 is held with the planetary gear for reduction. It is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shaft and the member side wall, or on the outer periphery of the connecting member between the shaft of the reduction planetary gear and the double clutch device, and is connected to the transmission path 8. The transmission paths 6, 7, and 8 of the clutches C1, C2, and C3 connected to the first, second, and third components of the planetary gear train are arranged in order from the outer periphery of the cylindrical boss portion of the holding member.

The present invention according to claim 3 relates to a double clutch device for an automatic transmission according to claim 2, which is a means for solving the fourth problem, and drives a reduction planetary gear from an input shaft. A clutch drum which is fixed to the planetary gear for deceleration of the connecting member and holds the friction member of the clutch C2 between the transmission path 7 and a fixing member which is fixed in the axial direction so as to be detachable from the planetary gear train side of the connecting member And a clutch that holds the outer periphery of the coupling member between the clutch drum and the fixed member so as to be axially movable and forms a hydraulic chamber between the clutch drum and presses the friction member of the clutch C2 toward the planetary gear train side. The outer periphery of the coupling member between the piston of C2 and the coupling member between the piston of the clutch C2 and the fixed member is held so as to be movable in the axial direction. A hydraulic chamber is formed between the fixed member and the friction member. The piston of the clutch C1 presses the friction member of the clutch C1 against the fixed member. The piston of the clutch C1 rotates integrally with the clutch drum. The clutch C2 is engaged with the spline of the clutch drum that holds the friction member of the clutch C2, and a notch is provided in the circumferential direction so that the piston protrusion of the clutch C2 can be brought into contact with the friction member of the clutch C2. Between the pistons, a hydraulic chamber in which the friction members of the clutches C1 and C2 act on the opening side is formed, and a return spring is provided.

The present invention according to claim 4 relates to an automatic transmission for six forward speeds and one reverse speed using a system in which two deceleration rotations and one non-deceleration rotation are input via a clutch. This is a means for solving the second, third and fourth problems, wherein the rotation of the input shaft is connected to the second component of the planetary gear train via the clutch C2, and via the planetary gear for reduction. A clutch drum that holds the friction member connected to the transmission path 7 of the clutch C2 is connected to the first and third components of the planetary gear train via the clutches C1 and C3 through the clutch C1 and C3. It is fixed integrally with the connecting member that drives the reduction planetary gear, a single planetary gear is used for the reduction planetary gear, the sun gear is fixed to the holding member, the ring gear is connected to the connecting member, and the carrier is the outer periphery of the ring gear. Arranged in a cylindrical shape on the outside in the radial direction, Friction members for connecting the clutch drums of the clutches C1 and C3 are arranged in order from the planetary gear train on the cylindrical outer periphery of the carrier, and the clutch drum of the clutch C1 is connected between the shafts of the planetary gear for reduction and the clutch drum of the clutch C2. A clutch drum of the clutch C3 is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall. Connect to the transmission path 8, or connect the carrier to the common clutch drum of the double clutch system in which friction members that connect the transmission paths 6 and 8 of the clutches C1 and C3 in order from the side wall of the holding member are arranged in series in the axial direction. A common clutch drum of the dual clutch device is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall, From Part periphery in order radially outward, the second planetary gear train, arranged transmission paths 7,6 and 8 of the clutch C2, C1 and C3 connected to the first and third component.

According to the fifth aspect of the present invention, the forward six-speed reverse first-speed automatic using a system in which one decelerated rotation and two non-decelerated rotations are input to components different from those of the second aspect via a clutch. The present invention relates to a transmission, and the rotation of the input shaft is connected to the second and third components of the planetary gear train via clutches C2 and C3, and the reduced rotation of the input shaft via the planetary gear for reduction is connected to the clutch. The clutch drum that is connected to the first component of the planetary gear train via C1 and holds the friction member that is connected to the transmission path 7 of the clutch C2 is fixed integrally with the connecting member that drives the planetary gear for reduction from the input shaft. Then, a double planetary gear is used for the planetary gear for reduction, the sun gear is fixed to the holding member, the carrier is connected to the connecting member, and the friction member that connects the ring gear and the clutch drum of the clutch C1 is arranged on the outer periphery of the ring gear. And clutch C1 The clutch drum is rotatably arranged on the outer periphery of the connecting member between the shafts of the reduction planetary gear and the clutch drum of the clutch C2, and is connected to the transmission path 6, and the friction member for connecting the carrier and the clutch drum of the clutch C3 is used as the carrier. The clutch drum of the clutch C3 is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall, and is connected to the transmission path 8. The transmission paths 7, 6 and 8 of the clutches C2, C1 and C3 connected to the second, first and third components of the planetary gear train are arranged in order from the outer periphery of the cylindrical boss portion of the holding member.

The present invention according to claim 6 relates to an automatic transmission for 10 forward speeds and 1 reverse speed using a system in which two deceleration rotations and two non-deceleration rotations are input via a clutch. The rotation is connected to the first and second components of the planetary gear train via the clutches C4 and C2, and the reduced rotation of the input shaft via the reduction planetary gear is connected to the planetary gear train via the clutches C1 and C3. The clutch drum, which is connected to the first and third components and holds the friction member connected to the transmission path 7 of the clutch C2, is fixed integrally with the connecting member that drives the reduction planetary gear from the input shaft. A double planetary gear is used as the planetary gear, the sun gear is fixed to the holding member, the carrier is connected to the connecting member, the outer periphery of the ring gear is extended to the planetary gear train side, and the inner side in the inner peripheral direction of the ring gear extending member portion Connect the clutch hub to the connecting member and Friction members that connect the gear and clutch hub to the clutch drum that is an integral part of the two-stage clutch device having two-stage drums in the circumferential direction of the clutches C1 and C4 are used as ring gear extension members and outer periphery of the clutch hub. A clutch drum integrated with the double clutch device is rotatably arranged on the outer periphery of a connecting member between shafts of the planetary gear for reduction and the clutch drum of the clutch C2, and connected to the transmission path 6, A friction member for connecting the ring gear and the clutch drum of the clutch C3 is arranged on the outer periphery of the ring gear, and the clutch drum of the clutch C3 is disposed on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall. A transmission path of the clutch C2 that is rotatably arranged and connected to the transmission path 8 and is connected in order from the outer periphery of the cylindrical boss portion of the holding member to the second, first, and third components of the planetary gear train. , Decor transmission path 8 of the clutch C1 and C4 common pathway 6 and the clutch C3.

According to the seventh aspect of the present invention, the forward eight-speed reverse second-speed automatic using a system in which two decelerated rotations and two non-decelerated rotations are input to different components from the sixth aspect via a clutch. The present invention relates to a transmission, and the rotation of the input shaft is connected to the second and third components of the planetary gear train via clutches C2 and C4, and the reduced rotation of the input shaft via the planetary gear for reduction is connected to the clutch. A clutch drum connected to the first and third components of the planetary gear train via C1 and C3 and holding a friction member connected to the transmission path 7 of the clutch C2 is connected to drive the reduction planetary gear from the input shaft. It is fixed integrally with the member, a double planetary gear is used as the planetary gear for reduction, the sun gear is fixed to the holding member, the carrier is connected to the connecting member, the outer periphery of the ring gear is extended to the holding member side wall, and the ring gear Clutch on the inner periphery side A ring gear extending member is connected to a friction member for connecting a clutch drum integrated with a two-stage clutch device having a two-stage drum in the circumferential direction of the ring gear and the carrier and the clutches C3 and C4. And a clutch drum that is integrated with the double clutch device and is rotatably disposed on the outer periphery of the holding member cylindrical boss between the shafts of the reduction planetary gear and the holding member side wall. A friction member connected to the path 8 and connecting the ring gear and the clutch drum of the clutch C1 is arranged on the outer periphery of the ring gear, and the clutch drum of the clutch C1 is disposed between the shafts of the planetary gear for reduction and the clutch drum of the clutch C2. It is rotatably arranged on the outer periphery of the connecting member, is connected to the transmission path 6, and is connected to the second, first and third components of the planetary gear train in order from the outer periphery of the cylindrical boss portion of the holding member. Pathway 7 of the latch C2, decor pathway 6 and the clutch C3 and C4 common transmission path 8 of the clutch C1.

The present invention according to claim 8 relates to a double-type clutch device for an automatic transmission according to claims 6 and 7, which is a means for solving the fourth problem, wherein a planetary gear for reduction is a double planetary gear. The sun gear is fixed to the holding member fixed to the transmission case, the carrier is connected to the connecting member that drives the planetary gear for reduction from the input shaft, and the ring gear outer peripheral portion is extended in the axial direction and the ring gear. A clutch hub connected to a carrier or a connecting member is provided on the inner peripheral side of the clutch, and a clutch drum with a U-shaped cross section is opened on one side, and a shaft portion of a cylindrical member with an L-shaped cross section is clutched inside the opening side of the clutch drum. A clutch drum that is squeezed and fixed with a plurality of stud pins at a fixed distance from the side wall of the drum to form a two-stage clutch drum in the circumferential direction. A friction member is disposed between a clutch hub connected to the material and a cylindrical member having an L-shaped cross section, a piston that presses the friction member disposed between the clutch drum, the stud pin portion, and the ring gear, and the clutch hub And a piston that presses the friction member arranged between the two and a fixed plate that is fixed to the clutch drum and that holds the return spring of the piston are overlapped in order in the axial direction so that a hydraulic chamber is formed between the members. The rotation of the input shaft and the decelerated rotation of the input shaft via the decelerating planetary gear are input to the same component of the planetary gear train via the clutch drum of the double clutch.

The present invention according to claim 9 relates to an automatic transmission of 10 forward speeds and 1 reverse speed using a system in which two decelerated rotations and two non-decelerated rotations are respectively input via a double clutch device. Then, the rotation of the input shaft is connected to the first and second components of the planetary gear train via the clutches C4 and C2, and the deceleration and rotation of the input shaft via the planetary gear for reduction are connected to the clutches C1 and C3. The friction member connected to the transmission path 7 of the clutch C2 is arranged in the radial direction of the friction member connected to the first and third components of the planetary gear train via the transmission path 6 of the clutch C4. The clutch drum, which is common to all clutch devices, is fixed integrally with the connecting member that drives the planetary gear for reduction from the input shaft, a single planetary gear is used for the planetary gear for reduction, the sun gear is fixed to the holding member, and the ring gear is connected. Connect to member and carry Are connected to the clutch drum common to the dual clutch device in which the friction members connected to the transmission paths 6 and 8 of the clutches C1 and C3 in order from the side wall of the holding member are arranged in series in the axial direction, and are shared by the clutches C1 and C3. The clutch drum is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the planetary gear for reduction and the holding member side wall, and the output portions of the clutches C1 and C4 are fixed integrally, and the outer periphery of the cylindrical boss portion of the holding member is fixed. In order from the outer diameter direction, the transmission path 7 of the clutch C2 connected to the second, first and third components of the planetary gear train, the transmission path 6 common to the clutches C1 and C4, and the transmission path 8 of the clutch C3 are arranged. .

According to a tenth aspect of the present invention, there is provided an automatic transmission of six forward speeds and one reverse speed using the method of inputting the two decelerating rotations and the one non-decelerating rotation in the fourth aspect through a double clutch device. Brake and brake of automatic transmission device for 10 forward speeds and 1 reverse speed using the system, and the two speed reduction rotations and the two non-deceleration rotations according to claim 9 respectively input via a double clutch device Regarding the arrangement of the piston, the friction member of the brake 2 that locks the transmission path 8 is arranged between the transmission case and the transmission path 8 of the clutch C3 on the radially outer side of the clutch C2 or the clutch C4, C2. The outer race of the one-way clutch that brakes the second component of the planetary gear train in one direction and the second component are locked between the friction member of the brake 2 and the transmission case toward the output shaft. Brake 1 A friction member in order, a piston that forms a hydraulic chamber between the transmission case and the outer side in the radial direction of the output shaft support portion of the transmission case and presses the friction member of the brake 2, and the friction member of the brake 2 A hydraulic chamber is formed between the piston that presses the friction member of the brake 1 and the piston that presses the friction member of the brake 1 is overlapped, and the circumferential protrusion of the piston that presses the friction member of the brake 2 It passes through the circumferential cutout of the friction member of the brake 1.

In the configuration according to claim 1, one of the first and third components of the planetary gear train composed of four components is either the rotation of the input shaft or the decelerated rotation of the input shaft via the decelerating planetary gear. Alternatively, both are input via the clutch and the brake is arranged on the third component, and the rotation of the input shaft is input to the second component via the clutch and the brake and the one-way clutch are arranged. 4 is connected to the output shaft, the input shaft, the planetary gear train, and the output shaft are arranged in order in the axial direction, and is detachably fixed to the transmission case, and the boss of the holding member that pivotally supports the input shaft Are arranged in a cylindrical shape on the planetary gear train side, a planetary gear for reduction and a plurality of clutches are arranged on the outer side in the radial direction of the cylindrical boss portion of the holding member, and the hydraulic pressure of the plurality of clutches from the outer periphery of the cylindrical boss portion of the holding member Provide an oil passage to supply oil to the servo Since the connecting member for driving the reduction planetary gear is rotatably arranged along the outer periphery of the cylindrical boss portion of the holding member, and provided with a clutch having a clutch drum integrated with the connecting member, a plurality of reduction planetary gears The center of rotation of the clutch is located radially outside the cylindrical boss of the holding member, and in particular, the clutch drum of the connecting member that is integral with the input shaft cantilever overhangs the input shaft and is stable without being pivotally supported. Because the shaft support portion of the input shaft of the relay shaft that supports the planetary gear components between the input shaft and the output shaft is in the vicinity of the cylindrical boss portion of the holding member that supports the input shaft. The relay shaft can be stably supported without being overhanged and cantilevered on the input shaft. In addition, the distance between the bearings of the input shaft and the output shaft is shortened, and the shaft support of each component of the planetary gear train disposed therebetween is simplified and stabilized. In addition, since oil is supplied to each clutch from the outer periphery of the cylindrical boss portion of the holding member, the oil passage is shortened, and the seal ring can be shared and the number can be reduced.

In the configuration according to claim 2, the rotation of the input shaft is coupled to the first and second components of the planetary gear train via the clutches C1 and C2, and the input shaft is decelerated and rotated via the planetary gear for reduction. The friction member connected to the transmission path 6 of the clutch C1 is arranged on the radially inner side of the friction member connected to the third component of the planetary gear train via the clutch C3 and connected to the transmission path 7 of the clutch C2. The clutch drum, which is common to the series clutch device, is fixed integrally with the connecting member that drives the planetary gear for reduction from the input shaft, so there is no overhanging shaft support for the input shaft, and the support for each component of the planetary gear train is simple Thus, an automatic transmission with six forward speeds and one reverse speed in which the overdrive capable of reducing the oil resistance to the respective clutches and reducing the pipe resistance to the fifth and sixth forward speeds can be obtained. The present invention is an automatic transmission device having the same characteristics as Document 5, and as shown in Document 5, the speed reduction planetary gear is not separated from the holding member and is arranged on the outside in the radial direction of the holding member cylindrical boss portion. Become. In particular, when a double clutch device that increases in weight and volume is arranged on the connecting member that drives the planetary gear for reduction from the input shaft, the effect is greater because the input shaft is cantilevered so as not to be pivotally supported. In addition, a double planetary gear is used as a reduction planetary gear, a carrier is fixed to a holding member fixed to a transmission case, a sun gear is connected to an input shaft, and a friction member that connects a ring gear and a clutch drum of the clutch C3 is provided. If the ring is arranged on the outer periphery of the ring gear and the clutch drum of the clutch C3 is rotatably arranged on the outer periphery of the connecting member between the shafts of the reduction planetary gear and the double clutch device, the ring always rotates at a reduced speed. By connecting the gear to a counter gear pivotally supported by a holding member fixed to the transmission case, a PTO function serving as an external output of power and a hybrid power function serving as an external input from an electric motor, for example, are also possible.

According to a third aspect of the present invention, there is provided a clutch drum that is fixed to the speed reduction planetary gear side of the connection member that drives the speed reduction planetary gear from the input shaft and that holds the friction member of the clutch C2 between the transmission path 7 and the connection. A fixed member fixed in the axial direction so as to be detachable on the planetary gear train side of the member, and held in an axially movable manner on the outer periphery of the connecting member between the clutch drum and the fixed member, and between the clutch drum and the hydraulic chamber The clutch C2 piston that presses the friction member of the clutch C2 toward the planetary gear train and the outer periphery of the connecting member between the piston and the fixed member of the clutch C2 are held so as to be movable in the axial direction. A clutch that holds the friction member of the clutch C1 between the transmission path 6 on the radially inner side of the friction member and forms a hydraulic chamber with the fixing member to press the friction member of the clutch C1 against the fixing member. A clutch drum spline that holds the friction member of the clutch C2 so that the piston of the clutch C1 rotates integrally with the clutch drum, and the piston protrusion of the clutch C2 is connected to the friction of the clutch C2. A notch is provided in the circumferential direction so as to be able to contact the member, a hydraulic chamber is formed between the pistons of the clutches C1 and C2 and the friction members of the clutches C1 and C2 act on the open side, and a return spring is provided. Since the two-type clutch device is arranged integrally with the connecting member, the friction members of the clutches C1 and C2 are arranged in two stages in the circumferential direction, and the two pistons are overlapped with each other. Piston fastening hydraulic chamber can be controlled independently without interference, centrifugal hydraulic cancel of two hydraulic servos Chambers and the return spring can be axial it becomes compact shared. In the double clutch device, the engagement / release can be controlled with high accuracy by operating pressure oil in the centrifugal hydraulic canceller chamber.

According to the fourth aspect of the present invention, the rotation of the input shaft is coupled to the second component of the planetary gear train via the clutch C2, and the deceleration rotation of the input shaft via the planetary gear for reduction is coupled to the clutches C1, C3. The clutch drum that is connected to the first and third components of the planetary gear train via the clutch and holds the friction member that is connected to the transmission path 7 of the clutch C2 is integrated with the connecting member that drives the planetary gear for reduction from the input shaft. The planetary gear for reduction is a single planetary gear, the sun gear is fixed to the holding member, the ring gear is connected to the connecting member, and the carrier is arranged in a cylindrical shape on the outer periphery of the ring gear in the radial direction. And a friction member for connecting the clutch drums of the clutches C1 and C3 are arranged in order from the planetary gear train on the cylindrical outer periphery of the carrier, and the clutch drum of the clutch C1 is connected to the shaft of the reduction planetary gear and the clutch drum of the clutch C2. The clutch drum of the clutch C3 is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall. The clutch drum common to the dual clutch device in which the friction members for connecting the carrier to the transmission paths 6 and 8 of the clutches C1 and C3 in order from the side wall of the holding member are arranged in series in the axial direction. Since the clutch drum common to the double clutch device is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the planetary gear for reduction and the holding member side wall, the overhang shaft support of the input shaft is provided. In addition, the shaft support of each component of the planetary gear train is simplified and stabilized, and the overdrive capable of shortening the oil path to each clutch and reducing the pipe resistance is 5th and 6th forward speed after 6th forward speed 1-speed automatic transmission can be obtained. The present invention is an automatic transmission having the same characteristics as those of Documents 6 and 7, and Patent Documents 8 and 9. Compared to them, the clutch C2 is integrally arranged on the connecting member that drives the reduction planetary gear from the input shaft, so the holding member The end of the cylindrical boss portion to the output shaft is shortened, and the shaft width of the Ravigne planetary gear train integrated with the relay shaft is increased. Particularly when the double clutch device of the present invention is used, the planetary gear for reduction and the three clutches can be simply combined.

In the configuration of claim 5, the rotation of the input shaft is coupled to the second and third components of the planetary gear train via the clutches C2 and C3, and the input shaft is decelerated and rotated via the planetary gear for reduction. The clutch drum that is connected to the first component of the planetary gear train via the clutch C1 and holds the friction member that is connected to the transmission path 7 of the clutch C2 is integrated with the connecting member that drives the planetary gear for reduction from the input shaft. The planetary gear for reduction is a double planetary gear, the sun gear is fixed to the holding member, the carrier is connected to the connecting member, and the friction member that connects the ring gear and the clutch drum of the clutch C1 is the outer periphery of the ring gear. The clutch drum of the clutch C1 is rotatably arranged on the outer periphery of the connecting member between the shafts of the planetary gear for reduction and the clutch drum of the clutch C2, and is connected to the transmission path 6, and the clutch of the carrier and the clutch C3 is connected. The friction member for connecting the latch drum is arranged on the outer periphery of the clutch hub connected to the carrier, and the clutch drum of the clutch C3 is rotatable on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall. Since it is arranged and connected to the transmission path 8, there is no overhang support of the input shaft, and the support of each component of the planetary gear train is simplified and stabilized, and the oil path to each clutch can be shortened and the pipe resistance is reduced. Thus, an automatic transmission with six forward speeds and one reverse speed in which the overdrive that can be performed is only the sixth forward speed is obtained.

In the configuration according to claim 6, the rotation of the input shaft is coupled to the first and second components of the planetary gear train via the clutches C4 and C2, and the input shaft is decelerated and rotated via the planetary gear for reduction. The clutch drum is connected to the first and third components of the planetary gear train via the clutches C1 and C3, and the clutch drum holding the friction member connected to the transmission path 7 of the clutch C2 is driven from the input shaft to the planetary gear for reduction. Fixed integrally with the connecting member, using a double planetary gear for the planetary gear for reduction, fixing the sun gear to the holding member, connecting the carrier to the connecting member, extending the outer periphery of the ring gear to the planetary gear train side, The clutch hub is connected to the connecting member on the inner side in the inner circumferential direction of the ring gear extending member, and the ring gear, the clutch hub, and the double clutch device having two stages of drums in the circumferential direction of the clutches C1 and C4 are integrated. The clutch drum The friction member to be connected is arranged on the ring gear extending portion and the outer periphery of the clutch hub, and the clutch drum integrated with the double clutch device is connected to the shaft between the reduction planetary gear and the clutch drum of the clutch C2. A friction member for connecting the ring gear and the clutch drum of the clutch C3 is arranged on the outer periphery of the ring gear, and the clutch drum of the clutch C3 is held with the planetary gear for reduction. Since it is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shaft with the member side wall and connected to the transmission path 8, the four clutches and the reduction planetary gear are arranged on the outer periphery of the holding member cylindrical boss portion in a compact manner. In addition, there is no overhanging support of the input shaft, and the support of each component of the planetary gear train is simplified and stabilized, and the oil path to each clutch can be shortened to reduce pipe resistance. Automatic transmission overdrive forward 10 speeds and one reverse speed as the forward 9,10 speed that can be obtained. In particular, since the double clutch device is rotatably arranged on the connecting member for driving the reduction planetary gear from the input shaft and the clutch C2 is integrally arranged, a multistage speed can be obtained with a simple structure.

In the configuration of claim 7, the rotation of the input shaft is connected to the second and third components of the planetary gear train via the clutches C2 and C4, and the input shaft is decelerated and rotated via the planetary gear for reduction. The clutch drum is connected to the first and third components of the planetary gear train via the clutches C1 and C3, and the clutch drum holding the friction member connected to the transmission path 7 of the clutch C2 is driven from the input shaft to the planetary gear for reduction. Fixed integrally with the connecting member, using a double planetary gear for the planetary gear for reduction, fixing the sun gear to the holding member, connecting the carrier to the connecting member, extending the outer periphery of the ring gear to the holding member side wall, A clutch that connects a clutch hub to a carrier on the inner side in the inner circumferential direction of the ring gear extending portion, and is an integral part of a double clutch device having two rings in the circumferential direction of the ring gear and carrier and the clutches C3 and C4. Connecting drums The friction member is arranged on the ring gear extending portion and the outer peripheral portion of the clutch hub, and the clutch drum integrated with the double clutch device is attached to the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall. A friction member for connecting the ring gear and the clutch drum of the clutch C1 is arranged on the outer periphery of the ring gear, and the clutch drum of the clutch C1 is connected to the planetary gear for reduction and the clutch. Since it is rotatably arranged on the outer periphery of the connecting member between the shafts of the C2 clutch drum and connected to the transmission path 6, the four clutches and the planetary gear for reduction are arranged compactly on the outer periphery of the holding member cylindrical boss portion. In addition, there is no overhanging shaft support for the input shaft, and the shaft support for each component of the planetary gear train is simplified and stabilized, and the oil path to each clutch can be shortened and the pipe resistance can be reduced. Overdrive automatic transmission eight forward speeds reverse second speed as the forward 7,8 speed is obtained.

In the configuration according to claim 8, a double planetary gear is used for the reduction planetary gear, the sun gear is fixed to the holding member fixed to the transmission case, and the carrier is connected to the connecting member that drives the reduction planetary gear from the input shaft. In addition, a clutch hub that extends in the axial direction at the outer periphery of the ring gear and is connected to a carrier or a connecting member on the inner periphery side of the ring gear is provided. A clutch in which a shaft portion of a cylindrical member having a cross-section is tightened and fixed by a plurality of stud pins at a predetermined distance from the side wall of the clutch drum inside the opening side of the clutch drum, and is connected between the ring gear extending member and the clutch drum and to a carrier or a connecting member A friction member is disposed between the hub and the L-shaped cylindrical member, and the friction member disposed between the clutch drum and the stud pin and the ring gear is pressed. A piston that presses the friction member disposed between the stone and the clutch hub, and a fixed plate that is fixed to the clutch drum and that holds the return spring of the piston are arranged in the axial order so that a hydraulic chamber is formed between the members. The rotation of the input shaft and the reduced rotation of the input shaft via the planetary gear for reduction are input to the same component of the planetary gear train through the clutch drum of the double clutch arranged in an overlapping manner. As a result, the axial width is not much different from that of a single clutch. In addition, a double piston system with overlapping pistons and a hydraulic chamber is provided between the two pistons, so that the hydraulic pressure drop of the other clutch starts inversely proportionally when the hydraulic pressure of one clutch rises, and the one-way clutch is automatically engaged and released. Control is possible.

According to the ninth aspect of the present invention, the common clutch drum of the dual clutch device in which the friction member connected to the transmission path 7 of the clutch C2 is disposed radially inward of the friction member connected to the transmission path 6 of the clutch C4 is input. A single planetary gear is used as the reduction planetary gear, the sun gear is fixed to the holding member, the ring gear is connected to the connecting member, and the carrier is held by the holding member. The friction members connected to the transmission paths 6 and 8 of the clutches C1 and C3 in order from the side wall are connected to the common clutch drum of the double clutch device arranged in series in the axial direction, and the common clutch drum of the clutches C1 and C3 is decelerated. Since the planetary gear and the holding member side wall are rotatably arranged on the outer periphery of the holding member cylindrical boss part, and the output parts of the clutches C1 and C4 are fixed together, the two double-type clutches Can be arranged on the outer periphery of the cylindrical boss of the holding member in a very simple and compact manner, and there is no overhanging support for the input shaft, and the support for each component of the planetary gear train is simplified and stabilized. At the same time, an automatic transmission of 10 forward speeds and 1 reverse speed in which the overdrive capable of shortening the oil passages to the respective clutches and reducing the pipe resistance becomes the forward 9th and 10th speed stages can be obtained.

According to the tenth aspect of the present invention, the friction member of the brake 2 that locks the transmission path 8 is disposed between the transmission case and the transmission path 8 of the clutch C3 on the radially outer side of the clutch C2 or the clutches C4 and C2. The outer race of the one-way clutch that brakes the second component of the planetary gear train in one direction and the second component are locked between the friction member of the brake 2 and the transmission case toward the output shaft. A piston that presses the friction member of the brake 2 by forming a hydraulic chamber between the friction case of the brake 1 and the transmission case. A hydraulic chamber is formed between the piston that presses the friction member of 2 and a piston that presses the friction member of the brake 1 is overlapped, and the circumferential protrusion of the piston that presses the friction member of the brake 2 is a one-way clutch Since none to pass through the circumferential notch of the friction member of the outer race and the brake 1, the two hydraulic servo of the brake can be combined into one place simple and compact. In the first forward speed in normal automatic transmission, the one-way clutch OWC is used, and the brake 1 operates in the L or 1 and R ranges in manual operation of the shift tower. At that time, the brake 2 is always in an open state, and the brakes 1 and 2 do not operate at the same time. In particular, when the reduced speed rotation is transmitted by a double clutch device having a clutch drum common to the clutches C1 and C3 as in the present invention, the friction member of the brake 2 that locks the transmission path 8 is shared by the clutches C1 and C3. It can be arranged in an empty space located on the radially outer side of the clutch C2 or the clutch C4 between the clutch drum end and the one-way clutch OWC, and when the hydraulic servos of the two brakes are combined in one place, the holding member of the present invention It is possible to make the most of the feature that the length from the end of the cylindrical boss to the output shaft is shortened.

FIG. 1 to FIG. 7 schematically show various automatic transmissions including a planetary gear for deceleration and a plurality of clutches according to the present invention, and the planetary gear train used therein is shown as blank. 8 to 13 show an actual structure of the planetary gear for reduction and a plurality of clutches according to the present invention. The automatic transmission according to the present invention is roughly classified into five types in terms of characteristics, and the V-type is shown in FIG. 14 and the W-type is shown in FIG. FIG. 16 shows the X type, FIG. 17 shows the Y type, and FIG. 18 shows the Z type. Further, regarding the overall structure of the automatic transmission suitable for the present invention, the V type is shown in FIGS. 19 and 20, the W type is shown in FIG. 21, the Y type is shown in FIGS. 22 and 23, and the Z type is shown in FIG. Incidentally, regarding the transmission ratio characteristics in the automatic transmission shown in FIGS. 19 to 24, there are many examples in the literature and patents using the Ravigne planetary gear train shown in FIGS. Since the description is omitted and the speed ratio characteristic in other automatic transmissions is an important factor in selecting the power train including the planetary gear train, the V1 type in FIG. 25 and the V2 type in FIG. 27 shows the Y1 type and FIG. 28 shows the Z1 type. FIG. 29 shows a control diagram relating to a double piston type hydraulic clutch in the present invention.

In the automatic transmissions roughly classified into five types according to the present invention, claim 1 shows the arrangement and structure of the reduction planetary gear and the plurality of clutches in all of these automatic transmissions. Claim 2, is V-shaped, and FIGS. 1, 8, 13, 14, 19, 20, 25, and 26. Claim 4 is W-shaped, and FIGS. 2, 3, 9, and 15. 21, FIG. 5 is an X type, and FIGS. 4 and 16 are used. FIG. 6 is a Y type, and FIGS. 5, 10, 17, 22, and 27, and FIG. 7 is a Z type. 6, FIG. 11, FIG. 18, FIG. 24 and FIG. 28, and claim 9 is a different arrangement and structure of the planetary gear for Y-type reduction and a plurality of clutches from FIG. The arrangement and structure of a planetary gear for deceleration and a plurality of clutches are shown. Further, claim 3 is a V type in FIGS. 1, 8, and 13, and claim 8 is a Y type and a Z type in FIGS. 5, 6, 10, 11, and 29. FIG. 21 shows the structure of a double clutch device of an automatic transmission having a planetary gear for reduction and a plurality of clutches. FIG. 21 shows the structure of the W2 type and the Y2 type, and FIG. The structure of the brake of the automatic transmission which arrange | positioned the planetary gear and several clutch is shown.

In the V-type automatic transmission according to the embodiment of the present invention, the rotation of the input shaft is connected to the first and second components of the planetary gear train via the clutches C1 and C2, and the reduction planetary gear is used. This is an automatic transmission for six forward speeds and one reverse speed in which the reduced speed rotation of the input shaft is connected to the third component of the planetary gear train via the clutch C3. In the schematic diagram of FIG. 14, the planetary gear train is composed of two rows of simple planetary gear carriers P2 and P1 and ring gear R2 and sun gear S1 shown in the V1 type, and sun gears S2 and S1 and carrier P2 shown in the V2 type. And the ring gear R1 are coupled, and power is input by clutches C1, C2, and C3 arranged in order from the inner diameter side from the input shaft (not shown) on the left side of the schematic diagram and the planetary gear for reduction. In the V1 type, the sun gear S2 is the first component, the carriers P2 and P1 are the second component, the ring gear R2 and the sun gear S1 are the third component, and the fourth component from which the ring gear R1 is output. S2 and S1 are the first component, the carrier P2 and the ring gear R1 are the second component, the ring gear R2 is the third component, and the fourth component from which the carrier P1 is output. Power is input to the components from the clutches C1, C2, and C3, the one-way clutch OWC and the brake B1 are disposed on the second component, and the brake B2 is disposed on the third component. In the nomograph, the reduced speed rotation of the input shaft is obtained by a reduction planetary gear consisting of a sun planet S0, a ring gear R0, and a double planetary gear of carrier P0, and the forward first speed is achieved by engaging the clutch C1 and the brake B1 or the one-way clutch OWC. The second forward speed is established by engaging the clutch C1 and the brake B2, the third forward speed is established by engaging the clutch C1 and the clutch C3, the fourth forward speed is established by engaging the clutch C1 and the clutch C2, and the clutch C3 and the clutch C2 are engaged. Thus, the fifth forward speed is obtained, the sixth forward speed is established by engaging the clutch C2 and the brake B2, and the reverse stage is obtained by engaging the clutch C3 and the brake B1. Incidentally, Documents 3, 4, and 5 taken up as an automatic transmission device for 6-speed forward and 1-reverse speed that has been put to practical use in a rear-wheel drive vehicle uses a V2-type planetary gear train.

FIG. 1 is a schematic diagram showing the arrangement of clutches C1, C2, C3 and a planetary gear for deceleration in a V-type automatic transmission, and shows the entire transmission with the planetary gear train blank. In FIG. 1, power is transmitted from a prime mover (not shown) to a torque converter 10 and guided to an input shaft 4 of the transmission. A partition wall 2 that separates the torque converter 10 and the transmission from the transmission case 1 is detachably fixed, and a holding member 3 is detachably fixed to the partition wall 2. The boss portion of the holding member 3 extends in a cylindrical shape on the torque converter 10 side and the blank planetary gear train side, and the input shaft 4 is pivotally supported by bearings 5a and 5b having an inner diameter of the cylindrical portion at both ends.

In FIG. 8 showing the structures of the clutches C1, C2, C3 and the reduction planetary gears of FIGS. 1 and 1, the third planetary gear train 40, which is a reduction planetary gear, is composed of a sun gear S0 (41) and double planetary gears 42a, 42b. The sun gear 41 is fixed by a spline at the center in the axial direction of the cylindrical boss portion of the holding member 3. The carrier P0 includes side walls 45a and 45b on both sides and a shaft 44, and the side wall 45a and a flange formed at the end of the cylindrical boss portion of the holding member 3 of the input shaft 4 are spline-connected by a connecting member 75. The side plate 46 fixed to the tooth portion by the retaining ring 47 is rotatably held between the side wall 45a and a clutch drum 74 described later by thrust needle bearings on both sides.

The clutch C3 includes a spline formed on the inner diameter of the friction members 82a and 82b and a clutch drum 84 that is locked by the retaining ring 83, a piston 86 that presses the friction member 82a, a return spring 88 of the piston 86, and a canceller plate 87. It consists of. A hydraulic chamber is formed between the clutch drum 84 and the piston 86, and a return spring 88 is disposed between the piston 86 and the canceller plate 87 to form a centrifugal hydraulic canceller chamber. On the spline formed on the outer periphery of the ring gear 43, the friction member 81 arranged alternately with the friction member 82a is locked. The clutch drum 84 is connected to the transmission path 8 by a spline that locks the friction members 82a and 82b, and the inner peripheral side is welded to the cylindrical member 85. The bush 5d press-fitted into the cylindrical member 85 is connected to the side wall of the holding member 3. Between the third planetary gear trains 40, the oil is guided so as to be guided to each hydraulic chamber via a seal ring on the outer periphery of the cylindrical boss portion of the holding member 3. A piston 86 is held on the outer periphery of the cylindrical member 85 so as to be movable in the axial direction, and a canceller plate 87 is fixed in the axial direction by a retaining ring 89.

The clutch drum 74 of the clutch C2 is opened on the right side of the drawing, and the friction members 72a and 72b are locked by a spline formed on the inner diameter of the opening and the retaining ring 73, and the inner peripheral side is connected to the connecting member 75 on the side wall 45a side of the carrier P0. The piston 76 that is integrally welded and held axially movable on the outer periphery of the connecting member 75 forms a hydraulic chamber with the clutch drum 74 and presses the friction member 72a. On the spline of the hub in the transmission path 7, a friction member 71 arranged alternately with the friction member 72a is locked.

A fixing member 55 serving as a pressing end of the friction member 52a of the clutch C1 is fixed in an axial direction by a retaining ring 78 on the outer periphery of the connecting portion of the connecting member 75 with the input shaft 4, and on the left side of the fixing member 55 in FIG. Piston 54 is arranged. The piston 54 engages the friction members 52a and 52b with a spline and a retaining ring 53 formed on the inner diameter of the cylindrical portion on the radially inner side of the friction members 71 and 72a of the clutch C2. It is integral with the mesh clutch drum 74 on the outer side in the direction, and a hydraulic chamber is formed between the fixed member 55 and axially movable on the outer periphery of the connecting member 75 so as to press the friction member 52a toward the fixed member 55. Retained. A plurality of cutouts are provided on the circumference of the piston 54 in the radial direction of the piston 54 and the spline connecting portion of the clutch drum 74. It is arranged so that it can be pressed.

A hydraulic chamber is formed between the piston 76 and the piston 54 so that both pistons act on the open side, and a return spring 77 is disposed. The connecting member 75 is a thrust needle bearing between the sun gear 41 and a spline stepped portion formed in two radial stages on the outer periphery of the flange of the input shaft 4 formed at the end of the cylindrical boss of the holding member 3. The direction is regulated and the radial direction is centered on the input shaft 4, and is supported by the holding member 3 by the bush 5 c on the inner periphery of the spline connecting portion with the side wall 45 a and the needle bearing 5 b that supports the input shaft 4. On the outer periphery of the cylindrical boss portion of the member 3, it is rotatably arranged so that oil is guided to each hydraulic chamber via a seal ring. The center of gravity of the clutches C1 and C2 integrated with the input shaft 4 and the carrier P0 is stable because the holding member 3 is between the bearings 5a and 5b that support the input shaft 4. In particular, in the double clutch device of the present invention, although the two pistons are superposed, the fastening operation hydraulic chambers of the pistons can be controlled independently without interference, and the centrifugal hydraulic canceller chamber and Since the return spring can be shared, the double clutch device itself is compact and the shaft support of the input shaft 4 is more stable.

A W-type automatic transmission according to another embodiment of the present invention connects the rotation of the input shaft to the second component of the planetary gear train via the clutch C2, and connects the input shaft via the reduction planetary gear. This is an automatic transmission device for six forward speeds and one reverse speed in which reduced speed rotation is connected to the first and third components of the planetary gear train via clutches C1 and C3. In the schematic diagram of FIG. 15, the planetary gear train is the same planetary gear train as the V1 type in which the carriers P2 and P1 of the two simple planetary gears shown in the W1 type and the ring gear R2 and the sun gear S1 are connected, and the sun gear shown in the W2 type. A so-called Ravigne planetary gear in which a planetary gear meshing with a ring gear of a double planetary gear consisting of S1, a carrier P and a ring gear R is extended in the axial direction and meshed with a sun gear S2. It is input by clutches C2, C1, C3 arranged in order from the inner diameter side from the planetary gear. In the W1 type, the sun gear S2 is the first component, the carriers P2 and P1 are the second component, the ring gear R2 and the sun gear S1 are the third component, and the fourth component from which the ring gear R1 is output. S1 is the first component, the carrier P is the second component, the sun gear S2 is the third component, and the fourth component from which the ring gear R is output. The first, second, and third components include the clutch C1, Power is input from C2 and C3, the one-way clutch OWC and the brake B1 are arranged in the second component, and the brake B2 is arranged in the third component. In the nomograph, the reduced speed rotation of the input shaft is obtained by a planetary gear for reduction consisting of a single planetary gear of sun gear S0, carrier P0, and ring gear R0, and the first forward speed is achieved by engaging clutch C1 and brake B1 or one-way clutch OWC. The second forward speed is established by engaging the clutch C1 and the brake B2, the third forward speed is established by engaging the clutch C1 and the clutch C3, the fourth forward speed is established by engaging the clutch C1 and the clutch C2, and the clutch C3 and the clutch C2 are engaged. Thus, the fifth forward speed is obtained, the sixth forward speed is established by engaging the clutch C2 and the brake B2, and the reverse speed is obtained by engaging the clutch C3 and the brake B1.

FIG. 2 is an example of a schematic diagram showing the arrangement of the clutches C1, C2, C3 and the reduction planetary gear in the W-type automatic transmission, and the method of supporting the input shaft 4 of the transmission is exactly the same as in FIG. Therefore, explanation is omitted. In FIG. 2, the third planetary gear train 40, which is a planetary gear for reduction, is a single planetary gear, which is composed of a sun gear S0, a carrier P0, and a ring gear R0. The gear R0 is connected to the input shaft 4 by a connecting member on the outer periphery of the cylindrical boss portion of the holding member 3, and the carrier P0 is extended in a cylindrical shape from the side wall side of the holding member 3 to the radially outer side of the ring gear R0. The friction members of the clutches C3 and C1 are locked in the axial direction from the side wall side.

The clutch drum including the hydraulic servo of the clutch C3 and the friction member is hydraulically servoed via a seal ring on the outer periphery of the cylindrical boss portion of the holding member 3 between the side wall of the holding member 3 and the third planetary gear train 40 by the bush 5d. The oil is guided so as to be guided to the transmission path 8 at the outer peripheral portion. The clutch drum including the hydraulic servo of the clutch C1 and the friction member rotates on the outer periphery of the connecting member that connects the ring gear R0 and the input shaft 4 by the bush 5e on the connection side with the input shaft 4 of the third planetary gear train 40. A clutch drum that includes a hydraulic servo and a friction member of a clutch C2 that is freely arranged and is connected to the transmission path 6 at the outer peripheral portion and further transmits power to the transmission path 7 on the connection side with the input shaft 4 is a ring. The bush 5c is integrated with a connecting member that connects the gear R0 and the input shaft 4 and is rotatably arranged on the outer periphery of the cylindrical boss portion of the holding member 3 so that oil is guided to the hydraulic servo through a seal ring. In FIG. 2, the brake is mounted on the clutch drum of the clutch C3. However, the brake need not be mounted at this position.

FIG. 3 is another example of a schematic view showing the arrangement of the clutches C1, C2, C3 and the reduction planetary gear in the W-type automatic transmission, and the method of supporting the input shaft 4 of the transmission is shown in FIGS. The description is omitted because it is exactly the same.

In FIG. 9 showing the structures of the clutches C1, C2, C3 and the reduction planetary gears of FIGS. 3 and 3, the third planetary gear train 40, which is a reduction planetary gear, has a sun gear S0 (41) and a single planetary gear 42 as axes. The sun gear 41 is fixed by a spline at the center in the axial direction of the cylindrical boss portion of the holding member 3. The carrier P0 includes side walls 45a and 45b on both sides and a shaft 44. The side wall 45b is splined to the cylindrical member 55 on the side wall side of the holding member 3, and the ring gear 43 is welded to the clutch drum 74 of the clutch C2.

The cylindrical member 55 spline-connected to the carrier P0 is welded integrally to the inner peripheral portion of the side wall of the clutch drum 54. The clutch drum 54 has a cylindrical portion extending on the right side in the drawing on the outer side in the radial direction of the ring gear 43, and a friction member 52b is fixed to the spline portion in the axial direction center of the inner diameter of the cylindrical portion with a retaining ring 53. The friction member 52a is engaged with the friction member 82 of the clutch C3 on the right side of the figure, and a hydraulic chamber is formed between the clutch drum 54 and the clutch drum 54 on the right side of the figure to move the outer periphery of the cylindrical member 55 in the axial direction. A hydraulic chamber is formed between the piston 56 of the clutch C1 that presses the friction member 52a toward the fixed friction member 52b and the clutch drum 54 on the left side of the side wall of the clutch drum 54 to form an outer periphery of the cylindrical member 55. The friction member 82 is fixed through a flange 89 which is movable in the axial direction and is arranged on the outer side in the radial direction of the clutch drum 54 and fixed by a retaining ring 83. Incidental and piston 86 of the clutch C3 for pressing the friction member 52b side, and a scanning La plate 87 forming the centrifugal hydraulic pressure Kyanra chamber between the piston 56 in FIG right of the piston 56. The piston 86 and the cantilever plate 87 pass through a plurality of holes formed in the side walls of the clutch drum 54 and the piston 56 outside the side wall of the clutch drum 54 and are fixed at a fixed distance by the stud pin 85. A spring holder 57 and a return spring 58 are arranged so as to push the cantilever plate 87 integral with the piston 56 and the piston 86.

The clutch drum 54 is a common clutch drum of the dual clutch device in which the friction members of the clutches C1 and C3 are arranged in series in the axial direction. The clutch drum 54 locks the friction members 51 arranged alternately with the friction members 52a of the clutch C1. The transmission path 6 extending in a cylindrical shape on the outer side in the radial direction of the ring gear 43 and the friction member 81 arranged alternately with the friction member 82 of the clutch C3 are engaged to lock the transmission path 6 in a cylindrical shape in the radial direction. A transmission path 8 extending outside in a cylindrical shape is arranged, and a cylindrical member 55 integrated with the clutch drum 54 is disposed between the side wall of the holding member 3 and the third planetary gear train 40 by the bush 5d. On the outer periphery of the cylindrical boss portion, it is rotatably arranged so that oil is guided to each hydraulic chamber via a seal ring. The double clutch device was filed by the present inventor in Japanese Patent Application No. 2005-235161, and the third planetary gear train 40 and the clutches are combined on the outer periphery of the cylindrical boss portion of the holding member 3 as in the present case. When applied to the structure arranged in the above, it becomes particularly simple and compact.

The clutch drum 74 of the clutch C2 integrated with the ring gear 43 is opened on the right side in the figure, and the friction members 72a and 72b are locked by the spline formed on the inner diameter of the opening and the retaining ring 73, and the inner peripheral side is the connecting member 75. A piston 76 that is integrally welded on the side wall 45a side of the carrier P0, is formed on the outer periphery of the connecting member 75 with the clutch drum 74, is held so as to be movable in the axial direction, and presses the friction member 72a; A canceller plate 77, which forms a hydraulic canceller chamber between them and 76 and holds a return spring 78, is fixed in the axial direction by a retaining ring 79. On the spline of the hub in the transmission path 7, a friction member 71 arranged alternately with the friction member 72a is locked.

The connecting member 75 is a thrust needle bearing between the side wall 45a of the clutch drum 74 integrated with the ring gear 43 and the side wall 45a of the carrier P0, and the outer periphery of the flange of the input shaft 4 formed at the end of the cylindrical boss of the holding member 3. The axial direction is regulated by the step portion of the spline formed in two steps in the radial direction, the radial direction is centered on the input shaft 4, and the holding member 3 is supported by the needle bearing 5 b that supports the input shaft 4. The oil is guided so as to be guided to each hydraulic chamber via a seal ring on the outer periphery of the cylindrical boss of the holding member 3.

An X-type automatic transmission according to another embodiment of the present invention connects the rotation of the input shaft to the second and third components of the planetary gear train via the clutches C2 and C3, and the planetary gear for reduction is connected. The forward 6-speed reverse 1-speed automatic transmission is connected to the first component of the planetary gear train via the clutch C1. In the schematic diagram of FIG. 16, the planetary gear train is a planetary gear train in which the two planetary gear carriers P2 and P1 and the sun gears S2 and S1 shown in the X1 type are connected, and the sun gear S2 and the carrier P and the ring shown in the X2 type. A so-called Ravigne planetary gear slightly different from the W2 type in which the planetary gear meshing with the planetary gear of the single planetary gear consisting of the gear R is extended in the axial direction and meshed with the sun gear S2, the power is reduced with an input shaft (not shown) on the left side of the schematic diagram. It is input by clutches C2, C1, C3 arranged in order from the inner planetary gear from the inner planetary gear. In the X1 type, the ring gear R2 is the first component, the carriers P2 and P1 are the second component, the sun gears S2 and S1 are the third component, and the fourth component from which the ring gear R1 is output. In the X2 type, the sun gear S1 Is the first component, the carrier P is the second component, the sun gear S2 is the third component, and the fourth component from which the ring gear R is output. The clutches C1, C2 are included in the first, second, and third components. , Power is input from C3, the one-way clutch OWC and the brake B1 are arranged in the second component, and the brake B2 is arranged in the third component. In the nomograph, the reduced speed rotation of the input shaft is obtained by a reduction planetary gear consisting of a sun planet S0, a ring gear R0, and a double planetary gear of carrier P0, and the forward first speed is achieved by engaging the clutch C1 and the brake B1 or the one-way clutch OWC. The second forward speed is established by engaging the clutch C1 and the brake B2, the third forward speed is established by engaging the clutch C1 and the clutch C3, the fourth forward speed is established by engaging the clutch C1 and the clutch C2, and the clutch C3 and the clutch C2 are engaged. Thus, the fifth forward speed is obtained, the sixth forward speed is established by engaging the clutch C2 and the brake B2, and the reverse stage is obtained by engaging the clutch C3 and the brake B1.

FIG. 4 is an example of a schematic diagram showing the arrangement of the clutches C1, C2, C3 and the reduction planetary gear in the X-type automatic transmission, and the method of supporting the input shaft 4 of the transmission is exactly the same as in FIG. Therefore, explanation is omitted. In FIG. 4, the third planetary gear train 40, which is a planetary gear for reduction, is a double planetary gear, which is composed of a sun gear S0, a carrier P0, and a ring gear R0. P0 is connected to the input shaft 4 by a connecting member on the outer periphery of the cylindrical boss portion of the holding member 3, and a clutch hub to which the friction member of the clutch C3 is locked is connected to the side wall side of the holding member 3. The friction member of the clutch C1 is locked.

The clutch drum including the hydraulic servo of the clutch C3 and the friction member is hydraulically servoed via a seal ring on the outer periphery of the cylindrical boss portion of the holding member 3 between the side wall of the holding member 3 and the third planetary gear train 40 by the bush 5d. The oil is guided so as to be guided to the transmission path 8 at the outer peripheral portion. The clutch drum including the hydraulic servo of the clutch C1 and the friction member is rotatable on the outer periphery of the connecting member that connects the carrier P0 and the input shaft 4 by the bush 5e on the connection side with the input shaft 4 of the third planetary gear train 40. The clutch drum including the hydraulic servo of the clutch C2 and the friction member that is connected to the transmission path 6 at the outer peripheral portion and transmits power to the transmission path 6 on the connection side with the input shaft 4 is the carrier P0. And a connecting member that connects the input shaft 4 and the bush 5c are rotatably arranged on the outer periphery of the cylindrical boss portion of the holding member 3 so that oil is guided to the hydraulic servo through a seal ring. In FIG. 4, the brake is mounted on the clutch drum of the clutch C3. However, the brake need not be mounted at this position.

In another embodiment of the present invention, a Y-type automatic transmission device connects the rotation of the input shaft to the first and second components of the planetary gear train via the clutches C4 and C2, and the planetary gear for reduction is connected. Is an automatic transmission for 10 forward speeds and 1 reverse speed in which the reduced speed rotation of the input shaft is connected to the first and third components of the planetary gear train via clutches C1 and C3. In the schematic diagram of FIG. 17, the planetary gear train is the same planetary gear train as the V1 and W1 types in which the carriers P2 and P1 of the two simple planetary gears shown in the Y1 type and the ring gear R2 and the sun gear S1 are connected, and the Y2 type. The same planetary gear as the W2 type in which the planetary gear meshing with the ring gear of the double planetary gear consisting of the sun gear S1 and the carrier P and the ring gear R shown in FIG. Input is performed by clutches C2, C1, C4, and C3 arranged in order from the inner diameter side from an input shaft (not shown) and a planetary gear for reduction. In the Y1 type, the sun gear S2 is the first component, the carriers P2 and P1 are the second component, the ring gear R2 and the sun gear S1 are the third component, and the fourth component from which the ring gear R1 is output. S1 is the first component, the carrier P is the second component, the sun gear S2 is the third component, and the ring gear R is output as the fourth component. The first component includes the clutches C1 and C4, the second and second components. Power is input from the clutches C2 and C3 to the three components, the one-way clutch OWC and the brake B1 are arranged in the second component, and the brake B2 is arranged in the third component. In the nomograph, the reduced speed rotation of the input shaft is obtained by a reduction planetary gear comprising a sun planet S0, a ring gear R0, and a double planetary gear of carrier P0, and the first forward speed is achieved by engaging the clutch C1 and the brake B1 or the one-way clutch OWC. The forward second speed is established by engaging the clutch C1 and the brake B2, the third forward speed is established by engaging the clutch C4 and the brake B1, the fourth forward speed is established by engaging the clutch C1 and the clutch C3, and the clutch C4 and the brake B2 are engaged. The fifth forward speed is the sixth forward speed when the clutch C4 and the clutch C3 are engaged, the seventh forward speed is established when the clutch C1 and the clutch C3 are engaged, and the eighth forward speed is established when the clutch C4 and the clutch C2 are engaged. The ninth forward speed is achieved by engaging C3 and the clutch C2, and the tenth forward speed is determined by engaging the clutch C2 and the brake B2. As a result, a reverse gear is obtained.

FIG. 5 is an example of a schematic diagram showing the arrangement of the clutches C1, C2, C3, C4 and the reduction planetary gear in the Y-type automatic transmission, and the method of supporting the input shaft 4 of the transmission is exactly the same as in FIG. Therefore, the description is omitted. In FIG. 5, the third planetary gear train 40 which is a planetary gear for reduction is a double planetary gear, which is composed of a sun gear S0, a carrier P0, and a ring gear R0, and the sun gear S0 is fixed at the center in the axial direction of the cylindrical boss portion of the holding member 3. P0 is connected to the input shaft 4 by a connecting member on the outer periphery of the cylindrical boss portion of the holding member 3, and a clutch hub to which the friction member of the clutch C4 is locked is connected to the right side of the third planetary gear train 40 in the figure. The outer peripheral portion of R0 is extended to the right side of the drawing, and the friction members of the clutches C3 and C1 are locked in the axial direction from the side wall side of the holding member 3.

In FIG. 10 showing the structures of the clutches C1, C2, C3, C4 and the reduction planetary gears of FIGS. 5 and 5, the third planetary gear train 40, which is a reduction planetary gear, includes a sun gear S0 (41) and a double planetary gear 42a. , 42b and a ring gear R0 (43), the sun gear 41 is fixed by a spline at the center in the axial direction of the cylindrical boss portion of the holding member 3. The carrier P0 includes side walls 45a and 45b on both sides and a shaft 44, and is formed at the end of the cylindrical boss portion of the holding member 3 of the input shaft 4 and the clutch hub 45c that holds the side wall 45a and the friction member 61 of the clutch C4. The ring gear 43 is spline-connected by a connecting member 75, and the ring gear 43 is held by a side plate 46 fixed to a tooth portion by a retaining ring 47 so as to be rotatable between the side wall 45a and the clutch hub 45c by thrust needle bearings on both sides. Is done.

The clutch C3 includes a spline formed on the inner diameter of the friction members 82a and 82b and a clutch drum 84 that is locked by the retaining ring 83, a piston 86 that presses the friction member 82a, a return spring 88 of the piston 86, and a canceller plate 87. It consists of. A hydraulic chamber is formed between the clutch drum 84 and the piston 86, and a return spring 88 is disposed between the piston 86 and the canceller plate 87 to form a centrifugal hydraulic canceller chamber. The outer periphery of the ring gear 43 is extended to the right side of the drawing, and the friction member 81 and the clutch C1 are alternately arranged on the spline formed on the outer periphery in the axial direction from the side wall side of the holding member 3 and the friction member 82a of the clutch C3. The friction member 51 is locked. The clutch drum 84 is connected to the transmission path 8 by a spline that locks the friction members 82a and 82b, and the inner peripheral side is welded to the cylindrical member 85. The bush 5d press-fitted into the cylindrical member 85 is connected to the side wall of the holding member 3. Between the third planetary gear trains 40, the oil is guided so as to be guided to each hydraulic chamber via a seal ring on the outer periphery of the cylindrical boss portion of the holding member 3. A piston 86 is held on the outer periphery of the cylindrical member 85 so as to be movable in the axial direction, and a canceller plate 87 is fixed in the axial direction by a retaining ring 89.

The clutch drum 54a of the clutch C1 is opened on the left side of the drawing, and the spline and the retaining member are formed with friction members 52a and 52b arranged alternately on the inner periphery of the ring gear 43 and friction members 51a and 52b. Of the clutch C4 which is locked by the ring 53, welds the cylindrical member 55 on the inner periphery of the side wall, and is locked to the clutch hub 45c on the radially inner side of the outer peripheral extending portion of the ring gear 43 located on the outer peripheral side of the side wall. The shaft portion of the cylindrical member 64 having an L-shaped cross section, which is engaged with the spline formed on the inner diameter of the friction members 62a and 62b arranged alternately with the friction member 61 and the retaining ring 63, is arranged at a fixed distance from the side wall. At the same time, the hub 54b connected to the transmission path 6 is tightened and fixed by a plurality of stud pins 65 on the right side of the side wall in FIG. It is formed as a clutch drum.

A hydraulic chamber is formed between the outer periphery of the cylindrical member 55 welded to the clutch drum 54a and the clutch drum 54a, and passes through a plurality of stud pins 65 between the side wall and the cylindrical member 64 having an L-shaped cross section. A hydraulic pressure chamber is formed between the piston 56 that is movable in the direction and presses the friction member 52a, and a hydraulic pressure chamber is formed between the piston 56 and the piston 66 that is movable in the axial direction and presses the friction member 62a. A canceller plate 67 that forms a canceller chamber and is fixed in the axial direction by a retaining ring 69 that holds the return spring 68 is disposed so as to overlap in the axial direction. The cylindrical member 55 is rotatably disposed on the outer periphery of the connecting member 75 by a bush 5e press-fitted into the inner periphery so that oil is guided to each hydraulic chamber via a seal ring.

The clutch drum 74 of the clutch C2 is opened on the right side of the drawing, and the friction members 72a and 72b are locked by the spline formed on the inner diameter of the opening and the retaining ring 73, and the inner peripheral side is integrated with the connecting member 75 on the clutch drum 54a side. The hydraulic canceller chamber is formed between the piston 76 and the piston 76 that is welded to the piston 76 that presses the friction member 72a and is formed so as to be movable in the axial direction. A canceller plate 77 that is formed and holds the return spring 78 is fixed in the axial direction by a retaining ring 79. On the spline of the hub in the transmission path 7, a friction member 71 arranged alternately with the friction member 72a is locked.

The connecting member 75 is a thrust needle bearing between the sun gear 41 and a spline stepped portion formed in two radial stages on the outer periphery of the flange of the input shaft 4 formed at the end of the cylindrical boss portion of the holding member 3. The direction is regulated and the radial direction is centered on the input shaft 4 and supported by the holding member 3 by the needle bearing 5b that supports the bush 5c and the input shaft 4 at the inner periphery of the spline connecting portion with the side wall 45a. On the outer periphery of the cylindrical boss portion of the member 3, the oil is guided so as to be guided to oil in each of the two clutches of the clutches C1 and C4 and the hydraulic chambers of the clutch C2 via a seal ring.

A Z-type automatic transmission according to another embodiment of the present invention connects the rotation of the input shaft to the second and third components of the planetary gear train via the clutches C2 and C4, and the planetary gear for reduction is connected. Is a forward 8-speed reverse 2-speed automatic transmission in which the reduced rotation of the input shaft is connected to the first and third components of the planetary gear train via clutches C1, C3. In the schematic diagram of FIG. 18, the planetary gear train is the same planetary gear train as the V1, W1 and Y1 types in which the carriers P2 and P1 of the two simple planetary gears shown in the Z1 type and the ring gear R2 and the sun gear S1 are connected, and Z2. The so-called Ravigne planetary gears are the same as the W2 and Y2 types in which the planetary gear that meshes with the sun gear S2 and the sun gear S2 are extended in the axial direction and meshed with the ring gear of the double planetary gear consisting of the sun gear S1 and carrier P and ring gear R shown in the figure. It is input by clutches C2, C1, C4 and C3 arranged in order from the inner diameter side from the input shaft (not shown) on the left side of the schematic diagram and the planetary gear for reduction. In the Z1 type, the sun gear S2 is the first component, the carriers P2 and P1 are the second component, the ring gear R2 and the sun gear S1 are the third component, and the fourth component from which the ring gear R1 is output. S1 is the first component, the carrier P is the second component, the sun gear S2 is the third component, and the fourth component from which the ring gear R is output. The clutch C1 is the first component, and the clutch is the second component. Power is input from the clutches C4 and C3 to C2, the third component, the one-way clutch OWC and the brake B1 are arranged to the second component, and the brake B2 is arranged to the third component. In the nomograph, the reduced speed rotation of the input shaft is obtained by a reduction planetary gear comprising a sun planet S0, a ring gear R0, and a double planetary gear of carrier P0, and the first forward speed is achieved by engaging the clutch C1 and the brake B1 or the one-way clutch OWC. The second forward speed is established by engaging the clutch C1 and the brake B2, the third forward speed is established by engaging the clutch C1 and the clutch C3, the fourth forward speed is established by engaging the clutch C1 and the clutch C4, and the clutch C1 and the clutch C2 are engaged. The forward fifth speed is obtained by engaging the clutch C4 and the clutch C2, the sixth forward speed is established by engaging the clutch C3 and the clutch C2, and the eighth forward speed is established by engaging the clutch C2 and the brake B2 clutch C2. The first reverse speed is obtained by engaging the clutch C3 and the brake B1. It should be noted that although two reverse speeds can be obtained by engaging the clutch C4 and the brake B1, it is not practical and is not shown in FIG.

FIG. 6 is an example of a schematic diagram showing the arrangement of the clutches C1, C2, C3, C4 and the planetary gear for reduction in the Z-type automatic transmission, and the shaft support method of the input shaft 4 of the transmission is exactly the same as FIG. Therefore, the description is omitted. In FIG. 6, the third planetary gear train 40, which is a planetary gear for reduction, is a double planetary gear, which is composed of a sun gear S0, a carrier P0, and a ring gear R0. P0 is connected to the input shaft 4 by a connecting member on the outer periphery of the cylindrical boss portion of the holding member 3, and a clutch hub to which the friction member of the clutch C4 is locked is connected to the left side of the third planetary gear train 40 in the figure. The outer peripheral portion of R0 is extended to the left side in the drawing, and the friction members of the clutches C3 and C1 are locked in the axial direction from the side wall side of the holding member 3.

In FIG. 11 showing the structures of the clutches C1, C2, C3, C4 and the reduction planetary gears of FIGS. 6 and 6, the third planetary gear train 40, which is a reduction planetary gear, includes a sun gear S0 (41) and a double planetary gear 42a. , 42b and a ring gear R0 (43), the sun gear 41 is fixed by a spline at the center in the axial direction of the cylindrical boss portion of the holding member 3. The carrier P0 includes side walls 45a and 45b on both sides and a shaft 44, and a flange formed on the side wall 45a and a boss portion end of the holding member 3 of the input shaft 4 is spline-connected by a connecting member 75, and a clutch is connected to the side wall 45b. A clutch hub 45c for locking the C4 friction member 61 is welded, and the ring gear 43 is rotatably supported between the side wall 45a and the cylindrical member 55 by a thrust needle bearing on both sides of the side plate 46 fixed by the retaining ring 47. Retained.

The clutch drum 84 of the clutch C3 is opened on the right side of the drawing, and the spline and the retaining member are formed with friction members 82a and 82b arranged alternately on the inner periphery of the ring gear 43 and friction members 81a and 82b. At the same time as it is locked by the ring 83, it is connected to the transmission path 8 by a spline, the cylindrical member 85 is welded on the inner periphery of the side wall, and the clutch hub is radially inward of the outer peripheral extending portion of the ring gear 43 located on the outer peripheral side of the side wall. A shaft portion of a cylindrical member 64 having an L-shaped cross section, which is engaged by a retaining ring 63 and a spline formed on the inner diameter of friction members 62a and 62b arranged alternately with the friction member 61 of the clutch C4 that is locked by 45c. The clutch drum is formed as a clutch drum having two stages in the circumferential direction by being tightened and fixed by a plurality of stud pins 65 at a constant distance from the side wall.

On the outer periphery of the cylindrical member 85 welded to the clutch drum 84, a hydraulic chamber is formed between the cylindrical drum 85 and the clutch drum 84. A hydraulic pressure chamber is formed between the piston 86 that is movable in the direction and presses the friction member 82a, and a hydraulic pressure chamber is formed between the piston 86 and the piston 66 that is movable in the axial direction and presses the friction member 62a. A canceller plate 67 that forms a canceller chamber and is fixed in the axial direction by a retaining ring 69 that holds the return spring 68 is disposed so as to overlap in the axial direction. The cylindrical member 85 has a bush 5d press-fitted into the inner periphery thereof, and oil is supplied to each hydraulic chamber via a seal ring on the outer periphery of the cylindrical boss portion of the holding member 3 between the side wall of the holding member 3 and the third planetary gear train 40. Arranged so that it can be guided freely.

The clutch drum 54a of the clutch C1 is opened on the left side of the figure, and is formed by a spline and a retaining ring 53 formed on the inner diameter of friction members 52a and 52b arranged alternately with the friction member 51 locked to the outer periphery of the ring gear 43. At the same time, the hub 54b connected to the transmission path 6 outside the side wall and the cylindrical member 55 are welded to the inner periphery of the side wall. A hydraulic chamber is formed between the outer periphery of the cylindrical member 55 and the clutch drum 54a in the axial direction. A piston 56 that is movable and presses the friction member 52a, and a canceller plate 57 that is axially fixed by a retaining ring 59 that forms a centrifugal hydraulic canceller chamber between the piston 56 and holds a return spring 58 are arranged. The bush 5e press-fitted into the inner periphery of the cylindrical member 55 is displaced on the outer periphery of the connecting member 75 on the right side of the third planetary gear train 40 in the figure. Oil to the hydraulic chamber via a seal ring is disposed rotatably so as to be guided.

The clutch drum 74 of the clutch C2 is opened on the right side of the drawing, and the friction members 72a and 72b are locked by the spline formed on the inner diameter of the opening and the retaining ring 73, and the inner peripheral side is integrated with the connecting member 75 on the clutch drum 54a side. The hydraulic canceller chamber is formed between the piston 76 and the piston 76 that is welded to the piston 76 that presses the friction member 72a and is formed so as to be movable in the axial direction. A canceller plate 77 that is formed and holds the return spring 78 is fixed in the axial direction by a retaining ring 79. On the spline of the hub in the transmission path 7, a friction member 71 arranged alternately with the friction member 72a is locked.

The connecting member 75 is a thrust needle bearing between the sun gear 41 and a spline stepped portion formed in two radial stages on the outer periphery of the flange of the input shaft 4 formed at the end of the cylindrical boss of the holding member 3. The direction is regulated and the radial direction is centered on the input shaft 4, and is supported by the holding member 3 by the needle bearing 5 b that supports the bush 5 c and the input shaft 4 at the inner periphery of the spline connecting portion with the side wall 45 a. On the outer periphery of the cylindrical boss portion of the member 3, the oil is guided so as to be guided to the hydraulic chambers of the clutch C1 and the clutch C2 via a seal ring.

FIG. 7 and FIG. 12 show an embodiment in which the arrangement and structure of the clutches C1, C2, C3, C4 and the planetary gears for reduction are different from those shown in FIGS. Shown as'. The speed change characteristics are the same as those in FIG. 17 except that a single planetary gear is used as the planetary gear for reduction. The arrangement and structure of the clutches C1, C2, C3, C4 and the reduction planetary gear are the same as the double clutch C1, C3 and the reduction planetary gear W type shown in FIGS. C4 and C2 are the same as the V-type double clutches C2 and C1 shown in FIGS.

In FIG. 12 showing the structures of the clutches C1, C2, C3, C4 and the reduction planetary gears of FIGS. 7 and 7, the third planetary gear train 40, which is a reduction planetary gear, includes a sun gear S0 (41) and a single planetary gear 42. The sun gear 41 is fixed by a spline at the center in the axial direction of the cylindrical boss portion of the holding member 3. The carrier P0 includes side walls 45a and 45b on both sides and a shaft 44. The side wall 45b is splined to the cylindrical member 55 on the side wall side of the holding member 3, and the ring gear 43 is welded to the clutch drum 64 of the clutch C4.

The cylindrical member 55 connected to the carrier P0 is integrally welded to the inner peripheral portion of the side wall of the clutch drum 54. The clutch drum 54 has a cylindrical portion extending on the right side in the drawing on the outer side in the radial direction of the ring gear 43, and a friction member 52b is fixed to the spline portion in the axial direction center of the inner diameter of the cylindrical portion with a retaining ring 53. The friction member 52a is engaged with the friction member 82 of the clutch C3 on the right side of the figure, and a hydraulic chamber is formed between the clutch drum 54 and the clutch drum 54 on the right side of the figure to move the outer periphery of the cylindrical member 55 in the axial direction. A hydraulic chamber is formed between the piston 56 of the clutch C1 that presses the friction member 52a toward the fixed friction member 52b and the clutch drum 54 on the left side of the side wall of the clutch drum 54 to form an outer periphery of the cylindrical member 55. The friction member 82 is fixed via a flange 89 which is movable in the axial direction and is arranged on the outer side in the radial direction of the clutch drum 54 and fixed by a retaining ring 83. A piston 86 of the clutch C3 for pressing the friction member 52b side, supplementary to the scanning La plate 87 forming the centrifugal hydraulic pressure Kyanra chamber between the piston 56 in FIG right of the piston 56. The piston 86 and the cantilever plate 87 pass through a plurality of holes formed in the side walls of the clutch drum 54 and the piston 56 outside the side wall of the clutch drum 54 and are fixed at a fixed distance by the stud pin 85. A spring holder 57 and a return spring 58 are arranged so as to push the cantilever plate 87 integral with the piston 56 and the piston 86.

The clutch drum 54 is a common clutch drum of the dual clutch device in which the friction members of the clutches C1 and C3 are arranged in series in the axial direction. The clutch drum 54 locks the friction members 51 arranged alternately with the friction members 52a of the clutch C1. The transmission path 6 extending in a cylindrical shape on the outer side in the radial direction of the ring gear 43 and the friction member 81 arranged alternately with the friction member 82 of the clutch C3 are engaged to lock the transmission path 6 in a cylindrical shape in the radial direction. A transmission path 8 extending outside in a cylindrical shape is arranged, and a cylindrical member 55 integrated with the clutch drum 54 is disposed between the side wall of the holding member 3 and the third planetary gear train 40 by the bush 5d. On the outer periphery of the cylindrical boss portion, it is rotatably arranged so that oil is guided to each hydraulic chamber via a seal ring.

The clutch drum 64 of the clutch C4 integrated with the ring gear 43 is opened on the right side in the figure, and the friction members 62a and 62b are locked by the spline formed on the inner diameter of the opening and the retaining ring 63, and the inner peripheral side is the connecting member 65. The piston 66, which is integrally welded on the side wall 45a side of the carrier P0 and is held so as to be movable in the axial direction on the outer periphery of the connecting member 65, forms a hydraulic chamber between the clutch drum 64 and presses the friction member 62a. . On the spline of the hub in the transmission path 6, a friction member 61 arranged alternately with the friction member 62a is locked. The hub of the transmission path 6 of the clutch C1 and the hub of the transmission path 6 of the clutch C4 are integrated on the right side of the clutch drum 64 in the figure.

A fixing member 75 serving as a pressing end of the friction member 72a of the clutch C2 is fixed in the axial direction by a retaining ring 79 on the outer periphery of the connecting portion of the connecting member 65 with the input shaft 4, and on the left side of the fixing member 75 in FIG. Piston 74 is arranged. The cylindrical member 76 having an L-shaped cross section integrated with the piston 74 and the retaining ring 73 locks the friction members 72a and 72b with splines formed on the inner diameter of the cylindrical portion on the radially inner side of the friction members 61 and 62a of the clutch C4. At the same time, the spline of the clutch drum 64 and the piston 66 are engaged with each other in the radial direction. The piston 74 forms an oil pressure chamber with the fixing member 75 to press the friction member 72a toward the fixing member 75. Is held so as to be movable in the axial direction.

Between the piston 66 and the piston 74, a hydraulic chamber is formed in which both pistons act on the open side, and a return spring 78 is disposed. The connecting member 65 includes a thrust needle bearing between the side wall 45a of the carrier P0 and a spline step formed in two steps in the radial direction of the outer periphery of the flange of the input shaft 4 formed at the end of the cylindrical boss of the holding member 3. The axial direction of the holding member 3 is regulated and the radial direction is centered on the input shaft 4, and is supported by the holding member 3 by a needle bearing 5 b that supports the input shaft 4. It is rotatably arranged so that oil is guided to each hydraulic chamber through the seal ring.

FIG. 13 shows an embodiment of the V-type automatic transmission which is an embodiment of the present invention, which is different from FIGS. 1 and 8 in the arrangement and structure of the clutches C1, C2, C3 and the planetary gears for reduction. The speed change characteristics of this embodiment are the same as those in FIG. 14, but for a power take-off (PTO) that inputs and outputs power to the outside other than the output shaft of the transmission, and for a hybrid electric vehicle that inputs electric motor power from the outside. Can also be used as a transmission. For this reason, the input and fixing elements of the double planetary gear, which is a planetary gear for deceleration, are made different from those shown in FIGS.

In FIG. 13 showing the structures of the clutches C1, C2, C3 and the planetary gear for reduction, the structure of the double clutches C1, C2 is the same as that in FIG. The third planetary gear train 40, which is a planetary gear for speed reduction, is composed of a sun planet S0, a carrier P0, and a ring gear R0, which are double planetary gears. The sun gear S0 located on the side wall side of the member 3 is connected integrally with the connecting member 75, the ring gear R0 is connected to the gear 101 as an axially fixed stepped spline on the outer periphery, and the friction member 81 of the clutch C3 is locked. To do. The gear 101 is axially supported by a bearing 5f fixed to the side wall of the holding member 3 by a retaining ring 47a and rotatably supported by the retaining ring 47b.

The hub connected to the transmission path 8 locks the friction members 82a and 82b alternately arranged with the friction member 81 of the clutch C3 with the spline formed on the inner diameter and the retaining ring 83, and connects the plate 84 integrally with the spline. . A cylindrical member 85 is welded to the inner periphery of the plate 84. A hydraulic chamber is formed between the outer periphery of the cylindrical member 85 and the plate 84. The piston 86 is movable in the axial direction and presses the friction member 82 a. A canceller plate 87 that is formed in the axial direction by a retaining ring 89 that forms a centrifugal hydraulic canceller chamber and holds a return spring 88 is arranged between the cylinder 5 and the bush 5d that is press-fitted into the inner periphery of the cylindrical member 85. On the right side of the planetary gear train 40 in the figure, it is rotatably arranged on the outer periphery of the connecting member 75 so that oil is guided to each hydraulic chamber via a seal ring.

The connecting member 75 welded to the clutch drum of the clutch C2 is formed integrally with the sun gear S0 of the third planetary gear train 40 on the side wall side of the holding member 3, and the thrust needle bearing between the side wall of the holding member 3 and the holding member The axial direction is regulated by the stepped portion of the spline formed in two steps in the radial direction of the outer periphery of the flange of the input shaft 4 formed at the end of the cylindrical boss portion 3 and the radial direction is centered on the input shaft 4. The bush 5c on the inner periphery of the sun gear S0 and the needle bearing 5b that supports the input shaft 4 are pivotally supported by the holding member 3, and the oil is guided to the respective hydraulic chambers via the seal ring on the outer periphery of the cylindrical boss portion of the holding member 3. Arranged so that it can rotate freely.

FIG. 19 and FIG. 20 show the overall structure of the automatic transmission V type, and FIG. 25 and FIG. The V-type has a configuration in which a plurality of clutches C1 and C2 are arranged on the input shaft 4 at the front portion of the planetary gear for reduction to which power from the input shaft 4 is input, and the structure that has the most features of the present invention. is there. As already described with reference to FIG. 14, the V1 type is classified into two types of V1 and V2 types according to the difference in the planetary gear train having four components. The V1 type is shown in FIGS. 26, the arrangements and structures of the clutches C1, C2, C3, the planetary gear for reduction, the brakes B1, B2, and the one-way clutch are completely the same. Therefore, an automatic transmission having different speed ratio characteristics can be set by exchanging only the planetary gear train.

In FIG. 19 showing the structure of the V1 type automatic transmission, the structure from the torque converter 10 to the input to the planetary gear train is the same as in FIG. 1 and FIG. In the planetary gear train, the second planetary gear train 30 and the first planetary gear train 20 are arranged in order from the input shaft 4 toward the output shaft 9. The second planetary gear train 30 includes a sun gear S2 (31), a carrier P2 that pivotally supports the planetary pinion gear 32, and a ring gear R2 (33). The sun gear 31 is welded to the hub of the transmission path 6 of the clutch C1, and the side wall The side wall 34b of the carrier P2 comprising 34b, 34c and the shaft 34a is integrated with the hub of the transmission path 7 of the clutch C2, the ring gear 33 is splined to the hub of the transmission path 8 of the clutch C3, and the friction member of the brake B2 Lock. The side wall 34c of the carrier P2 has an inner peripheral portion that extends in a cylindrical shape on the right side of the figure, and a spline is formed on the inner periphery.

The first planetary gear train 20 includes a sun gear S1 (21), a carrier P1 that pivotally supports the planetary pinion gear 22, and a ring gear R1 (23). The sun gear 21 is connected to a tooth portion of the ring gear 33 by a retaining ring 35. The ring gear 23 is welded to the output shaft 9 that forms parking teeth on the outer periphery and is supported by the transmission case 1 with the rolling bearings 5k and 5l. The carrier P1 includes side walls 24b, 24c and a shaft 24a. The side wall 24b is radially outward of the ring gear 23 and has a cylindrical portion extending to the right in the drawing to lock the friction member of the brake B1. It is connected to the inner race 14 of the one-way clutch OWC arranged between the planetary gear trains 20 and 30, the side wall 24c is radially inward of the sun gear 21 and the cylindrical portion is extended to the left side of the figure, and a spline is formed on the inner periphery. The

Spline-like teeth are formed on the inner periphery of the transmission case 1 where the first and second planetary gear trains 20 and 30 are located, and the outer race of the one-way clutch OWC is fixed to the transmission case 1 with a retaining ring. The friction members of the brakes B2 and B1 are locked on both sides. A hydraulic servo of a brake B2 including a cylinder, a piston, and a return spring is disposed in the transmission case 1 radially outside the ring gear 33 that is splined to the hub of the transmission path 8 of the clutch C3, and the bearing 5k of the output shaft 9 is provided. A hydraulic servo for the brake B1 composed of a piston and a return spring is arranged in the transmission case 1 located on the outer side in the radial direction.

One end of the relay shaft 11 is pivotally supported by a needle bearing 5g disposed radially inside the input shaft 4 that is pivotally supported by the holding member 3 by the needle bearing 5b, and the other end is pivoted by the rolling bearing 5k to the transmission case 1. It is supported by a needle bearing 5j disposed on the radially inner side of the output shaft 9 to be supported, and the inner periphery of the side wall 34c of the carrier P2 and the side wall 24c of the carrier P1 is spline-connected to connect the carriers P2 and P1 together. Hold. The sun gear 31 is rotatably held by the bush 5h on the relay shaft 11, and the sun gear 21 connected to the ring gear 33 is rotatably held by the bush 5i on the outer periphery of the side wall 34c of the carrier P2 integrated with the relay shaft 11. The A lubrication hole for supplying lubricating oil from the holding member 3 toward the relay shaft 11 is drilled at the shaft center of the input shaft 4, and a lubrication hole is also drilled at the shaft center of the relay shaft 11 and directed toward the outer periphery of the shaft. Lubricate each part with multiple lubrication holes.

In FIG. 19, the clutch C3 is pivotally supported on the holding member 3 by a bearing 5d, and the double clutches C1 and C2 and the carrier P0 and the ring gear R0 of the third planetary gear train 40 have the center of gravity between the bearings 5a and 5b and also the bearings. The first and second planetary gear trains 20 that guide power to the transmission paths 6, 7, 8 and are connected to the transmission paths 6, 7, 8 while being stably supported by the holding member 3 between the positions 5 c and 5 b. , 30 are supported by the relay shaft 11, and the relay shaft 11 is overhanged by the bearings 5g and 5j on the radially inner side of the bearings 5b and 5k connected to the transmission case 1 of the input shaft 4 and the output shaft 9. The first and second planetary gear trains 20, the hydraulic oil and the lubricating oil for each clutch, and the lubricating oil for the third planetary gear train 40 are supplied from the outer periphery of the cylindrical boss portion of the holding member 3 through a short path. 30 component lubricants are holding members Supplied through the lubricating hole of the input shaft 4 and the intermediate shaft 11.

In FIG. 20 showing the structure of the V2-type automatic transmission, the structure from the torque converter 10 to the input to the planetary gear train is the same as in FIGS. In the planetary gear train, the second planetary gear train 30 and the first planetary gear train 20 are arranged in order from the input shaft 4 toward the output shaft 9. The second planetary gear train 30 includes a sun gear S2 (31), a carrier P2 that pivotally supports the planetary pinion gear 32, and a ring gear R2 (33). The sun gear 31 is welded to the hub of the transmission path 6 of the clutch C1, and the side wall The side wall 34b of the carrier P2 comprising 34b, 34c and the shaft 34a is integrated with the hub of the transmission path 7 of the clutch C2, the ring gear 33 is splined to the hub of the transmission path 8 of the clutch C3, and the friction member of the brake B2 Lock. The side wall 34c of the carrier P2 has an inner peripheral portion extending in a cylindrical shape on the right side of the figure, and a spline is formed on the outer periphery.

The first planetary gear train 20 is composed of a sun gear S1 (21), a carrier P1 that pivotally supports the planetary pinion gear 22, and a ring gear R1 (23). The sun gear 21 is formed integrally with the relay shaft 11, and the carrier P1 has a side wall. 24b, 24c and a shaft 24a, the side wall 24c forms a parking tooth on the outer periphery, and is integrally formed with the output shaft 9 that is pivotally supported by the transmission case 1 with rolling bearings 5k and 5l. The ring gear 23 locks the friction member of the brake B1 with a spline on the outer peripheral portion, and a hub 15 is connected to the tooth portion with a retaining ring, and is arranged between the hub 15 and the first and second planetary gear trains 20 and 30. The inner circumference of the inner race 14 of the one-way clutch OWC is splined to the outer circumference of the side wall 34 of the carrier P2.

Spline-like teeth are formed on the inner periphery of the transmission case 1 where the first and second planetary gear trains 20 and 30 are located, and the outer race of the one-way clutch OWC is fixed to the transmission case 1 with a retaining ring. The friction members of the brakes B2 and B1 are locked on both sides. A hydraulic servo of a brake B2 including a cylinder, a piston, and a return spring is disposed in the transmission case 1 radially outside the ring gear 33 that is splined to the hub of the transmission path 8 of the clutch C3, and the bearing 5k of the output shaft 9 is provided. A hydraulic servo for the brake B1 composed of a piston and a return spring is arranged in the transmission case 1 located on the outer side in the radial direction. The brakes B1 and B2 and the one-way clutch OWC are the same as the V1 type shown in FIG.

One end of the relay shaft 11 is pivotally supported by a needle bearing 5g disposed radially inside the input shaft 4 that is pivotally supported by the holding member 3 by the needle bearing 5b, and the other end is pivoted by the rolling bearing 5k to the transmission case 1. It is supported by a needle bearing 5j disposed on the radially inner side of the supported output shaft 9, and the sun gear 31 is spline-connected and the sun gear 21 is integrally formed. The ring gear 33 is rotatably held by a hub that is sandwiched between thrust needle bearings on both sides between the side wall 34c of the carrier P2 and the inner race 14 and is locked to the tooth portion by the retaining ring 35, and the side wall 34c of the carrier P2. Is rotatably held on the relay shaft 11 by a bush 5h.

In FIG. 20, the shaft support method and the oil path of each part other than the first and second planetary gear trains 20 and 30 are the same as the V1 type in FIG. As shown in FIGS. 19 and 20, the V1 type and the V2 type differ only in the first and second planetary gear trains 20 and 30, and the reduction planetary gears, clutches C1, C2, and C3, brakes B1 and B2 The one-way clutch OWC, the transmission case 1 and the control valve (not shown) can be used in common, and are compatible as an automatic transmission.

The gear ratios of the V1 and V2 types are shown in FIGS. 25 and 26, and the difference will be described. The characteristics of the V-shaped collinear charts shown in FIGS. 14, 25, and 26 are that the gear ratio of the low speed stage increases as the distance between the first component serving as the input of the clutch C1 and the fourth component serving as the output increases. Thus, the smaller the distance between the second component serving as the input of the clutch C2 and the third component serving as the input of the clutch C3, the smaller the gear ratio of the high speed stage. The practical gear ratio between the ring gear and the sun gear is 1.5 to 3, and the gear ratio between the ring gear R0 and the sun gear S0 of the third planetary gear train 40, which is a reduction planetary gear, is ZR0 / ZS0 = 2. 000 and the same for both V1 and V2 types, the gear ratio of the V1 type first and second planetary gear trains 20 and 30 is ZR1 / ZS1 = 1.947, ZR2 / ZS2 = 2.467, The gear ratio between the first and second planetary gear trains 20 and 30 is ZR1 / ZS1 = 2.714 and ZR2 / ZS2 = 2.467. The distance between the first component and the fourth component in the nomograph is ZR1 / ZS1 = 2.714 for the V2 type, and (ZR1 / ZS1) * (ZR2 / ZS2) -1 = 3.803 for the V1 type. Become. The RANGE that is the characteristic of the gear ratio is 7.27 from the first forward speed to the sixth speed (4.803 to 0.661) in the V1 type, and the first forward speed to the sixth speed (3.714 to 0.601) from the V2 type. 6.18, the V1 type has the characteristics that the gear ratio is wider and the low speed stage is larger than the V2 type, and can be used interchangeably as shown in FIGS. Note that the planetary gear train used in Documents 3, 4, and 5 shown as an automatic transmission device for 6-speed forward and 1-reverse speed that has been put to practical use in a rear-wheel drive vehicle is of the V2 type, and the power is 5 and 6-speed forward. It passes through the sun gears S2 and S1, which are accelerated from the output rotation, and is output after being decelerated. In the V1 type, the sun gear S2, which does not pass power, is accelerated from the output rotation, but the other components are lower than the output rotation. It turns and there is no deterioration in transmission efficiency.

FIG. 21 shows an overall structure of the W2 type of the automatic transmission W type. As already described with reference to FIG. 15, the planetary gear train having four components is classified into two types, W1 and W2, and the W1 type uses the same planetary gear train as the V1 type, and the W2 type is a so-called Ravigneaux. It uses planetary gears. The W2 type has been put to practical use as shown in Reference Documents 6 and 7, and FIG. 21 shows a comparison with them.

In FIG. 21 showing the structure of the W2-type automatic transmission, the structure from the torque converter 10 to the input to the planetary gear train is the same as in FIGS. The planetary gear train moves from the input shaft 4 toward the output shaft 9 with the sun gear S2 (31) meshing with the long planetary pinion gear 22a, the short planetary pinion gear 22b meshing with the long planetary pinion gear 22a, the ring gear P (23), and the short. A sun gear S1 (21) that meshes with the planetary pinion gear 22b is sequentially arranged. The carrier P that pivotally supports the long planetary pinion gear 22a and the short planetary pinion gear 22b is composed of side walls 34b, 34c and a shaft 34a. The outer periphery of the side wall 34b is radially outward of the long planetary pinion gear 22a and the cylindrical portion is on the right side in the figure. The material is extended and the friction member 91 of the brake B1 is locked, and the inner circumference is extended to the left side of the figure, and the cylindrical part is extended and spline-connected to the inner race 14 of the one-way clutch OWC, and the side wall 34c is formed integrally with the relay shaft 11. .

The ring gear 23 is welded to the output shaft 9 that is formed with parking teeth on the outer periphery and is supported by the transmission case 1 by the rolling bearings 5k and 5l. One end of the relay shaft 11 integral with the carrier P is pivotally supported by a needle bearing 5g disposed on the radially inner side of the input shaft 4 that is pivotally supported by the holding member 3 by the needle bearing 5b, and the other end is supported by the transmission case 1. It is supported by a needle bearing 5j disposed radially inside the output shaft 9 supported by the rolling bearing 5k, spline-connected to the hub of the transmission path 7 of the clutch C2 on the input shaft 4 side, and the sun gear 21 is cylindrical. In addition, the material is extended to the input shaft 4 side and is rotatably supported by the bush 5i on the relay shaft 11 and spline-connected to the hub of the transmission path 6 of the clutch C1, so that the sun gear 31 extends in a cylindrical shape toward the input shaft 4 side. The outer peripheral portion of the sun gear 21 is rotatably supported by the bush 5h and welded to the hub of the transmission path 8 of the clutch C3.

Spline-like teeth are formed on the inner periphery of the transmission case 1 where the sun gear 31 and the clutch C2 are located, and the outer race 13 of the one-way clutch OWC is fixed to the transmission case 1 with the retaining ring 96 and brakes on the right side. The friction member 92a alternately arranged with the friction member 91 is locked by the ring 92b that contacts the outer race 13 of B1, and the friction member 101 locked on the outer periphery of the hub of the transmission path 8 of the clutch C3 is alternately arranged on the left side. The friction members 102 a and 102 b of the brake B <b> 2 arranged on the hook are locked by the retaining ring 107. The pistons 93 and 103 of the brakes B1 and B2 are arranged in the transmission case 1 positioned on the radially outer side of the bearing 5k of the output shaft 9, and are arranged along the inner periphery of the spline-like teeth formed in the transmission case 1. The piston 103 of the brake B2 penetrating the race 13 and the circumferential notch of the friction member 92a presses the friction member 102a of the brake B2 in the hydraulic chamber formed between the transmission case 1 and the diameter of the piston 103. The piston 93 of the brake B1 disposed so as to contact the transmission case 1 inward in the direction presses the friction member 92a of the brake B1 in a hydraulic chamber formed between the transmission case 1 and the piston 103, and the piston 93, 103 is a common plate fixed to the transmission case 1 by the retaining ring 95, and the piston 103 is connected to the return slot via the plate 106. Direct return spring 94 is disposed in the ring 105 and the piston 93.

The basic difference from the references 6 and 7 is that, as already shown in FIGS. 3 and 9, the double clutches C1 and C3 having the clutch C2 and the clutch drum in common and the planetary gear for reduction are connected to the cylindrical boss of the holding member 3. It is arranged on the outer periphery of the part. In addition, as shown in FIG. 21, the pistons of the brakes B1 and B2 are overlapped and arranged on the outer periphery of the output shaft 9 of the transmission case 1, and the friction members of the brakes B1 and B2 are arranged on both sides of the one-way clutch OWC. The effect that becomes simpler is obtained. The double clutches C1 and C3 and the carrier P0 are pivotally supported on the holding member 3 by a bearing 5d. The center of gravity of the clutch C2 and the ring gear R0 is placed between the bearings 5a and 5b and is stably supported by the holding member 3. Each component that guides the power to the transmission paths 6, 7, 8 and is connected to the transmission paths 6, 7, 8 is supported by the relay shaft 11, and the relay shaft 11 is the transmission case 1 of the input shaft 4 and the output shaft 9. The bearings 5b and 5k are connected to the bearings 5g and 5j on the inner side in the radial direction without being overhanged. The hydraulic oil and lubricating oil for each clutch and the lubricating oil for the third planetary gear train 40 are cylinders of the holding member 3. The lubricant is supplied from the outer periphery of the boss portion through a short path, and the lubricating oil of the components of the first and second planetary gear trains 20 and 30 is supplied from the holding member through the lubricating holes of the input shaft 4 and the relay shaft 11.

The overall structure of the automatic transmission Y type is shown in FIGS. 22 and 23, and the speed change characteristics and the practical speed ratio are shown in FIG. As already described with reference to FIG. 17, the Y1 and Y2 types are classified according to the difference in the planetary gear train having four components. However, the Y1 and Y2 types are the same in that the clutch is provided on the connecting member on the outer periphery of the cylindrical boss portion of the holding member that drives the reduction planetary gear, which is the main application of the present invention, but the clutches C1, C2, C3, FIG. 22 and FIG. 27 show the Y1 type and FIG. 23 shows the Y2 type in which the arrangement and structure of C4 and brakes B1 and B2 are different. In FIG. 17, the double planetary gear is used as the planetary gear for reduction, but the single planetary gear having the same basic transmission characteristics is used in the Y2 type.

The Y1 type is the same as the V1 type planetary gear train, but the radial positions of the transmission paths 6 and 7 are reversed, and the connection between the transmission path 7 and the second planetary gear train 30 is the direct side wall 34b of the carrier P2 in the V1 type. In contrast, the Y1 type is connected via the relay shaft 11. In FIG. 22 showing the structure of the Y1-type automatic transmission, the structure from the torque converter 10 to the input to the planetary gear train is the same as in FIG. 5 and FIG. In the planetary gear train, the second planetary gear train 30 and the first planetary gear train 20 are arranged in order from the input shaft 4 toward the output shaft 9. The second planetary gear train 30 includes a sun gear S2 (31), a carrier P2 that pivotally supports the planetary pinion gear 32, and a ring gear R2 (33). The sun gear 31 is welded to the hub of the transmission path 6 of the clutches C1 and C4. The ring gear 33 is splined to the hub of the transmission path 8 of the clutch C3 and locks the friction member of the brake B2. The side wall 34c of the carrier P2 composed of the side walls 34b and 34c and the shaft 34a has an inner peripheral portion that extends in a cylindrical shape on the right side of the figure, and a spline is formed on the inner periphery.

The first planetary gear train 20 includes a sun gear S1 (21), a carrier P1 that pivotally supports the planetary pinion gear 22, and a ring gear R1 (23). The sun gear 21 is connected to a tooth portion of the ring gear 33 by a retaining ring 35. The ring gear 23 is welded to the output shaft 9 that forms parking teeth on the outer periphery and is supported by the transmission case 1 with the rolling bearings 5k and 5l. The carrier P1 includes side walls 24b, 24c and a shaft 24a. The side wall 24b is radially outward of the ring gear 23 and has a cylindrical portion extending to the right in the drawing to lock the friction member of the brake B1. It is connected to the inner race 14 of the one-way clutch OWC arranged between the planetary gear trains 20 and 30, the side wall 24c is radially inward of the sun gear 21 and the cylindrical portion is extended to the left side of the figure, and a spline is formed on the inner periphery. The

Spline-like teeth are formed on the inner periphery of the transmission case 1 where the first and second planetary gear trains 20 and 30 are located, and the outer race of the one-way clutch OWC is fixed to the transmission case 1 with a retaining ring. The friction members of the brakes B2 and B1 are locked on both sides. A hydraulic servo of a brake B2 including a cylinder, a piston, and a return spring is disposed in the transmission case 1 radially outside the ring gear 33 that is splined to the hub of the transmission path 8 of the clutch C3, and the bearing 5k of the output shaft 9 is provided. A hydraulic servo for the brake B1 composed of a piston and a return spring is arranged in the transmission case 1 located on the outer side in the radial direction.

One end of the relay shaft 11 is pivotally supported by a needle bearing 5g disposed radially inside the input shaft 4 that is pivotally supported by the holding member 3 by the needle bearing 5b, and the other end is pivoted by the rolling bearing 5k to the transmission case 1. It is supported by a needle bearing 5j disposed radially inward of the supported output shaft 9, and the inner periphery of the side wall 34c of the carrier P2 and the inner side of the side wall 24c of the carrier P1 are splined to connect the carriers P2 and P1, and the input The hub of the transmission path 7 of the clutch C2 is integrally welded on the shaft 4 side. The sun gear 31 is rotatably held by the bush 5h on the relay shaft 11, and the sun gear 21 connected to the ring gear 33 is rotatably held by the bush 5i on the outer periphery of the side wall 34c of the carrier P2 integrated with the relay shaft 11. The A lubrication hole for supplying lubricating oil from the holding member 3 toward the relay shaft 11 is drilled at the shaft center of the input shaft 4, and a lubrication hole is also drilled at the shaft center of the relay shaft 11 and directed toward the outer periphery of the shaft. Lubricate each part with multiple lubrication holes.

In FIG. 22, the clutch C3 is pivotally supported by the holding member 3 by a bearing 5d, and the ring gear R0 and the double clutches C1 and C4 are pivotally supported by a connecting member that drives the carrier P0 of the third planetary gear train 40. The connecting member that is integrated with the carrier P0 of the third planetary gear train 40 has a center of gravity between the bearings 5a and 5b and between the bearings 5c and 5b, and transmits power in a state where it is stably supported by the holding member 3. The components of the first and second planetary gear trains 20 and 30 that are guided to the paths 6, 7, and 8 and connected to the transmission paths 6, 7, and 8 are supported by the relay shaft 11. The bearings 5b and 5k connected to the transmission case 1 of the output shaft 9 are axially supported by the bearings 5g and 5j without being overhanged. The hydraulic oil and lubricating oil for each clutch and the third planetary gear train 40 Lubricating oil is cylindrical boss part of holding member 3 The lubricating oil component of the first and second planetary gear train 20, 30 is supplied by a short path from the peripheral is supplied through the lubricating hole of the input shaft 4 and the intermediate shaft 11 from the holding member.

FIG. 27 shows the transmission ratio of the Y1 type. A feature of the Y-shaped alignment chart shown in FIGS. 17 and 27 is that the input shaft is input to the third component of the input planetary gear train, and the input shaft is rotated and the input shaft is rotated and the input shaft is decelerated. By inputting both rotations, the first component has a characteristic that combines the V1 type that inputs the rotation of the input shaft and the W1 type that inputs both the reduced speed rotation. The V1 and W1 types have a forward 6-speed gear stage as described with reference to FIGS. 14 and 15, and the difference in input gear ratio to the first component of the planetary gear train differs from the forward 1-speed to 4-speed gear ratio. The forward 5th and 6th speed will be the same. That is, 10 forward speeds and 1 reverse speed are obtained as shown in the alignment chart of FIG. In general vehicles, the gear ratio of the transmission is appropriately 6 to 0.6 in consideration of the final reduction ratio arranged from the transmission to the tire, and the first component of the nomograph and the fourth component serving as an output And the distance between the second component serving as the input of the clutch C2 and the third component serving as the input of the clutch C3 should be relatively small. Therefore, the gear ratio of the ring gear R0 and the sun gear S0 of the third planetary gear train 40, which is a reduction planetary gear, is ZR0 / ZS0 = 2.000, and the gear ratio of the first and second planetary gear trains 20 and 30 is set. It is assumed that ZR1 / ZS1 = 1.655 and ZR2 / ZS2 = 1.600.

The normal shift is performed by switching one of the two fastening elements to avoid deterioration of the shift characteristic. The table showing the shift patterns A to E in FIG. 27 is obtained by changing the gear position for switching the W type starting from the clutch C1 to the V type clutch C4. Clutch C1 is engaged in 4th gear stages of 1st, 2nd, 4th, and 7th, and clutch C4 is engaged in 4th gear stages of 3rd, 5th, 6th, and 8th, and each one of the engagement elements is switched. Shifting is performed. Shift pattern A shifts from W type 1st to V type 3rd, 5th, 6th, 8th, shift pattern B shifts from W type 1st, 2nd, 4th to V type 6th, 8th, shift pattern C Shifting from W type 1st, 2nd to V type 5th, 6th, 8th, shifting pattern D shifting from W type 1st, 2nd, 4th, 7th to V type 8th, shifting pattern E, 3rd fastening element Instead of the brake B1 of the clutch C4 and the brake B1, the one using the one-way clutch OWC having a good shift characteristic is added to the shift pattern A, and the W type is 1st including 9th and 10th common to the V type. The forward 7th speed stage or the 8th speed stage where the value obtained by dividing the speed ratio by the speed ratio of 10th is 8.5 and wide.

Next, switching between the clutches C1 and C4 will be described. Since the hydraulic chambers are provided between the clutch drums of the clutches C1 and C4 and the pistons of the clutch C1 and the pistons of the clutches C1 and C2 to be input to the first component of the planetary gear train, both the clutches are automatically controlled by hydraulic control of the hydraulic chambers. One-way clutch control with a regular engagement and release is possible. FIG. 29 is a diagram showing an operating state of the clutches C1 and C4 of the power ON upshift in a state where the vehicle is accelerated by the power from the prime mover. When switching from the clutch C1 to C4, the operating pressure of the clutch C1 is kept slightly lower than the point B pressure at which the clutch slides at the shift start time t1, and at the same time, hydraulic oil is sent to the clutch C4. The time t2 is the time when the piston of the clutch C4 stops contacting with the friction member, and from t1 to t2, the return spring resistance, the sliding resistance of the piston, and the inertial resistance become pressures, but this is a small pressure. When the hydraulic pressure is increased by, for example, a proportional valve after the piston of the clutch C4 comes into contact with the friction member, the operating pressure of the clutch C1 decreases in inverse proportion because there is a hydraulic chamber between the pistons of both clutches. From time t2 to time t3, the excessive pressing force of the clutch C4 on the friction member increases, and at the same time, the excessive pressing force of the clutch C1 on the friction member decreases, and the switching control is possible only by the pressure control of the clutch C4.

When switching from the clutch C4 to C1, the operating pressure of the clutch C1 is raised to near the point B pressure and kept constant at the shift start time t1, and at the same time, the clutch is lowered to a pressure lower by the pressure P3 relative to the sliding resistance and inertial resistance of the clutch C1. The operating pressure of C4 is lowered and the piston of the clutch C1 is moved toward the friction member. At time t2, the piston of the clutch C4 comes into contact with the friction member. However, if the hydraulic pressure of the clutch C4 is lowered by, for example, a proportional valve before and after that, the hydraulic pressure chamber is located between the pistons of both clutches, so the operating pressure of the clutch C1 is reversed. Go up in proportion. From time t2 to time t3, the excessive pressing force of the clutch C4 on the friction member decreases, and at the same time, the excessive pressing force of the clutch C1 on the friction member increases, and the switching control can be performed only by the pressure control of the clutch C4. In this way, using a two-layer clutch with two pistons on top of each other not only makes it simple and compact, but also improves the speed change characteristics, and the switching pattern of only one fastening element normally performed in A to E is two fastenings. It is also possible to change the elements, and the speed change is diverse. For example, when switching from forward 4th speed to 5th speed, the clutch C3 must be released and the brake B2 must be engaged, and at the same time the clutch C1 must be released and the clutch C4 must be engaged, but only one of the clutch C1 is released and the clutch C4 is engaged. Since it is automatically performed by hydraulic control, the shift characteristics are not greatly deteriorated. Naturally, for example, when the clutch C1 is switched from the first forward speed to the third speed and only the engagement of the clutch C4 is switched, the shift characteristics are improved.

The Y2 type is the same as the W2 type planetary gear train, and the rotation of the input shaft is input to the W2 type transmission path 6 via the clutch C4, and the structure is shown in FIG. The arrangement and structure of the third planetary gear train 40 and the clutches C1, C2, C3, and C4 that are the planetary gears for reduction have already been described with reference to FIGS. 7 and 12, and the arrangement and structure of the planetary gear train are also described with reference to FIG. The explanation is omitted. In FIG. 23, the double clutches C1 and C3 and the carrier P0 are pivotally supported on the holding member 3 by the bearing 5d, and the double clutches C2 and C4 and the ring gear R0 are placed between the bearings 5c and 5b so that the holding member 3 is stable. Power components are guided to the transmission paths 6, 7, and 8 while being supported by the transmission paths 6, 7, and 8, and each component connected to the transmission paths 6, 7, and 8 is supported by the relay shaft 11. The bearings 5b and 5k connected to the transmission case 1 of the shaft 9 are axially supported by the bearings 5g and 5j without being overhanged. Oil is supplied from the outer periphery of the cylindrical boss portion of the holding member 3 through a short path, and the lubricating oil of the components of the first and second planetary gear trains 20 and 30 is supplied from the holding member through the lubricating holes of the input shaft 4 and the relay shaft 11. Is done.

The difference in the arrangement and structure of the third planetary gear train 40 and the clutches C1, C2, C3, C4, which are Y1 and Y2 type planetary gears for reduction, make the clutches C2, C4 that transmit the rotation of the input shaft independent of the Y1 type. Similarly, the clutches C1 and C3 that transmit the decelerated rotation of the input shaft are also made independent, and a double-piston type double clutch in which the clutch drum common to the clutches C1 and C4 that are input to the transmission path 6 is connected to the transmission path 6 is formed. On the other hand, in the Y2 type, the clutches C2 and C4 that transmit the rotation of the input shaft are dual clutches that share the clutch drum, and the clutches C1 and C3 that transmit the deceleration rotation of the input shaft are also the dual clutch that shares the clutch drum. The outputs of the clutches C1 and C4 are connected to the transmission path 6. Therefore, the Y2 type is simple and compact because it uses two double clutches, but it is difficult to switch between two fastening elements like the Y1 type.

FIG. 24 shows the overall structure of the automatic transmission Z type, and FIG. 28 shows the speed change characteristics and the practical gear ratio. As already explained in FIG. 18, it is classified into two types of Z1 and Z2 types according to the difference in the planetary gear train having four components. The Z1 type uses the same planetary gear train as the V1 and W1 types. The same so-called Ravigne planetary gear as the W2 type is used. The Z2 type is disclosed in Patent Document 10, and FIG. 24 shows a comparison with the Z1 type having a different planetary gear train.

The Z1 type is the same as the Y1 type planetary gear train, and the Y1 type connects the clutch C4 that transmits the rotation of the input shaft to the transmission path 6 and the common clutch drum of the clutch C1 that transmits the reduced rotation of the input shaft. In the Z1 type, the common clutch drum of the clutch C4 that transmits the rotation of the input shaft to the transmission path 8 and the clutch C3 that transmits the reduced rotation of the input shaft is connected. The arrangement and structure of the third planetary gear train 40 and the clutches C1, C2, C3, and C4, which are Z1 type reduction planetary gears, have already been described in FIGS. 6 and 11, and the arrangement and structure of the planetary gear train are also Y1. Description is omitted because it is described in FIG. In FIG. 24, the double clutches C3 and C4 are pivotally supported by the holding member 3 by bearings 5d, and the ring gear R0 and the clutch C1 are pivotally supported by a connecting member that drives the carrier P0 of the third planetary gear train 40. The connecting member integrated with the carrier P0 of the third planetary gear train 40 has its center of gravity between the bearings 5a and 5b and between the bearings 5c and 5b, and transmits power in a state where it is stably supported by the holding member 3. The components of the first and second planetary gear trains 20 and 30 that lead to the paths 6, 7, and 8 and are connected to the transmission paths 6, 7, and 8 are pivotally supported by the relay shaft 11. The bearings 5b and 5k connected to the transmission case 1 of the output shaft 9 are axially supported by the bearings 5g and 5j without being overhanged. The hydraulic oil and lubricating oil for each clutch and the third planetary gear train 40 Lubricating oil is cylindrical boss part of holding member 3 The lubricating oil component of the first and second planetary gear train 20, 30 is supplied by a short path from the peripheral is supplied through the lubricating hole of the input shaft 4 and the intermediate shaft 11 from the holding member.

FIG. 28 shows the transmission ratio of the Z1 type. A feature of the Z-shaped alignment chart shown in FIGS. 18 and 28 is that both rotation of the input shaft and reduced rotation of the input shaft are input to the third component of the input planetary gear train, and the input shaft is input to the first component. By inputting the decelerated rotation, the X component that inputs the rotation of the input shaft to the third component and the W type that inputs the decelerated rotation of the input shaft are combined. The W-type and the X-type have a forward 6-speed gear stage as described with reference to FIGS. 15 and 16, and the W-type and the X-type forward 3-speed are changed by the difference in input rotation to the third component of the planetary gear train. 5th speed is added, and on the contrary, W type forward 3rd speed and 5th speed are added to the X type, and a forward speed of 8th speed is obtained. For the reverse, a W-type reverse 1st speed and an X-type reverse 2nd speed can be obtained, but since only the reverse 1st speed is practically used, only the reverse 1st speed is shown in FIG. That is, 8 forward speeds and 1 reverse speed are obtained as shown in the alignment chart of FIG. In general vehicles, the gear ratio of the transmission is appropriately 6 to 0.6 in consideration of the final reduction ratio arranged from the transmission to the tire, and the first component of the nomograph and the fourth component serving as an output And the distance between the second component serving as the input of the clutch C2 and the third component serving as the input of the clutch C3 should be relatively small. Therefore, the gear ratio between the ring gear R0 and the sun gear S0 of the third planetary gear train 40, which is a reduction planetary gear, is set to ZR0 / ZS0 = 2.000, and the gear ratio between the first and second planetary gear trains 20 and 30 is set. It is assumed that ZR1 / ZS1 = 1.655 and ZR2 / ZS2 = 1.600. The gear ratio of the first, second, and third planetary gear trains 20, 30, and 40 is the same as that of the Y1 type, and the arrangement structure of the clutch C2 and the first and second planetary gear trains 20, 30 is also the same as Y1. The type and the Z1 type can be interchanged.

The difference between the Z type and Patent Document 10 is that the arrangement and structure of the third planetary gear train 40 and the clutches C1, C2, C3, and C4, which are reduction planetary gears, are concentrated on the cylindrical boss portion of the holding member 3 in the Z type. By being arranged, it is possible to simplify the stable shaft support and oil passage of each part. In the table showing the gear ratios of the gear positions in FIG. 28, in the Z type, the gear shift to the next gear and the gear shift to the next gear can be performed only by switching one of the two engagement elements, and in particular, the clutch C3 and C4 can also be switched. Although it is not necessary to use a double piston, unlike Patent Document 10, a double piston can provide a clutch that is simpler, more compact, and can provide better speed change characteristics.

The schematic diagram showing the V-shaped automatic transmission of the present invention, and showing the planetary gear train in blank The schematic diagram showing the W type automatic transmission of the present invention, and showing the planetary gear train in blank FIG. 2 is a schematic diagram showing an automatic transmission of an embodiment showing a W type different from that of FIG. The schematic diagram showing the X-type automatic transmission of the present invention, and representing the planetary gear train in blank The schematic diagram showing the Y-type automatic transmission of the present invention, and representing the planetary gear train in blank Schematic diagram showing the Z-type automatic transmission of the present invention and showing the planetary gear train in blank. Schematic diagram showing a Y 'type automatic transmission which is another embodiment showing the Y type of the present invention, and showing the planetary gear train in blank. Structure diagram of reduction planetary gear and clutch showing type V of the present invention Structure diagram of planetary gear for deceleration and clutch showing W type of the present invention Structure of planetary gear for reduction and clutch showing Y type of the present invention Structure diagram of planetary gear for reduction and clutch showing Z type of the present invention Structure diagram of Y′-type reduction planetary gear and clutch which is another embodiment showing Y-type of the present invention Structure diagram of V′-type reduction planetary gear and clutch which is another embodiment showing V-type of the present invention Schematic diagram and collinear diagram showing the V-shaped gear train of the present invention Schematic diagram and collinear diagram showing the W-shaped gear train of the present invention Schematic diagram and collinear diagram showing the X-type gear train of the present invention Schematic diagram and collinear diagram showing the Y-type gear train of the present invention Schematic diagram and collinear diagram showing the Z-shaped gear train of the present invention Structure diagram of automatic transmission showing type V1 of the present invention Structure diagram of automatic transmission showing type V2 of the present invention Structure diagram of automatic transmission showing W2 type of the present invention Structure diagram of automatic transmission showing type Y1 of the present invention Structure diagram of automatic transmission showing type Y2 of the present invention Structure diagram of automatic transmission showing Z1 type of the present invention Schematic diagram, collinear diagram and gear ratio table of gear train showing type V1 of the present invention Schematic diagram and collinear diagram and gear ratio table of gear train showing V2 type of the present invention Schematic diagram and collinear diagram and gear ratio table of gear train showing Y1 type of the present invention Schematic diagram and collinear diagram and gear ratio table of gear train showing Z1 type of the present invention Switching characteristics of the clutch in the double piston system of the present invention

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Transmission case 2 Partition 3 Holding member 4 Input shaft 9 Output shaft 10 Torque converter 11 Relay shaft 20 1st planetary gear train 30 2nd planetary gear train 40 3rd planetary gear train C1, C2, C3, C4 Clutch B1, B2 , B3 brake

Claims (10)

One or both of the rotation of the input shaft and the reduced rotation of the input shaft via the planetary gear for reduction are applied to the first and third components of the planetary gear train composed of four components via the clutch. While inputting, the brake is arranged on the third component, the rotation of the input shaft is inputted to the second component via the clutch, the brake and the one-way clutch are arranged, and the fourth component is used as the output shaft. A connected automatic transmission,
The input shaft, the planetary gear train, and the output shaft are arranged in the axial direction,
A boss portion of a holding member that is detachably fixed to the transmission case, and that supports the input shaft, extends in a cylindrical shape toward the planetary gear train side,
Arranging the planetary gear for reduction and the plurality of clutches on the radially outer side of the cylindrical boss portion of the holding member,
Providing an oil passage for supplying oil from the outer periphery of the cylindrical boss portion of the holding member to the hydraulic servos of the plurality of clutches;
A connecting member that drives the planetary gear for deceleration from the input shaft is arranged to be rotatable along the outer periphery of the cylindrical boss portion of the holding member,
An automatic transmission comprising a clutch having a clutch drum integrated with the connecting member. The rotation of the input shaft is connected to the first and second components of the planetary gear train via clutches C1 and C2, and the reduced rotation of the input shaft via the reduction planetary gear is connected via the clutch C3. A forward 6-speed reverse 1-speed automatic transmission connected to the third component of the planetary gear train,
A common clutch drum of a dual clutch device in which a friction member connected to the transmission path 6 of the clutch C1 is disposed radially inward of the friction member connected to the transmission path 7 of the clutch C2 is connected to the planet for deceleration from the input shaft. Fixed integrally with the connecting member for driving the gear;
A double planetary gear is used for the planetary gear for deceleration, and either the sun gear or the carrier is fixed to the holding member, and either one is connected to the input shaft,
A friction member for connecting the ring gear and the clutch drum of the clutch C3 is disposed on the outer periphery of the ring gear, and the clutch drum of the clutch C3 is connected to the holding member cylindrical boss between the shafts of the reduction planetary gear and the holding member side wall. Connected to the transmission path 8 by being rotatably arranged on the outer periphery of the part, or on the outer periphery of the connecting member between the shafts of the reduction planetary gear and the double clutch device,
The transmission paths 6, 7, and 8 of the clutches C1, C2, and C3 that are connected to the first, second, and third components of the planetary gear train are arranged in order from the outer periphery of the cylindrical boss portion of the holding member to the outer diameter direction. The automatic transmission according to claim 1. A clutch drum fixed to the speed reduction planetary gear side of the connecting member that drives the speed reduction planetary gear from the input shaft, and holding a friction member of the clutch C2 between the transmission path 7;
A fixing member fixed in the axial direction so as to be detachable on the planetary gear train side of the connecting member;
A hydraulic chamber is formed between the clutch drum that holds the friction member of the clutch C2 and the clutch drum that holds the friction member of the clutch C2 and is held axially movable on the outer periphery of the coupling member. A piston of the clutch C2 that presses the friction member of the clutch C2 toward the planetary gear train,
The friction member of the clutch C1 is held between the transmission path 6 on the radially inner side of the friction member of the clutch C2 and held axially movable on the outer periphery of the coupling member between the piston of the clutch C2 and the fixed member. And a piston of the clutch C1 that forms a hydraulic chamber between the fixed member and presses the friction member of the clutch C1 against the fixed member,
The piston of the clutch C1 is engaged with the spline of the clutch drum that holds the friction member of the clutch C2 so as to rotate integrally with the clutch drum that holds the friction member of the clutch C2, and the piston protrusion of the clutch C2 is engaged with the friction member of the clutch C2. A notch is provided in the circumferential direction so as to be able to abut the piston, and a hydraulic chamber is formed between the pistons of the clutches C1 and C2 to actuate the friction members of the clutches C1 and C2 on the open side and a return spring is provided. Via a double clutch device,
The automatic transmission according to claim 1 or 2, wherein rotation of the input shaft is input to first and second components of the planetary gear train. The rotation of the input shaft is connected to a second component of the planetary gear train via a clutch C2, and the reduced rotation of the input shaft via the planetary gear for reduction is connected to the planet via clutches C1 and C3. An automatic transmission for forward 6 speed reverse 1 speed connected to the first and third components of the gear train,
A clutch drum that holds a friction member connected to the transmission path 7 of the clutch C2 is fixed integrally with the connection member that drives the reduction planetary gear from the input shaft;
A single planetary gear is used as the planetary gear for reduction, a sun gear is fixed to the holding member, a ring gear is connected to the connecting member, and a carrier is arranged in a cylindrical shape on the outer side in the outer peripheral portion of the ring gear,
Friction members for connecting the carrier and the clutch drums of the clutches C1 and C3 are arranged in order from the planetary gear train on the cylindrical outer peripheral portion of the carrier, and the clutch drum of the clutch C1 is connected to the clutch planetary gear for reduction and the clutch drum of the clutch C2. And rotatably connected to the outer periphery of the connecting member between the shafts and connected to the transmission path 6,
A clutch drum of the clutch C3 is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall, and is connected to the transmission path 8.
Alternatively, the carrier is connected to a common clutch drum of a dual clutch device in which friction members that are connected to the transmission paths 6 and 8 of the clutches C1 and C3 in order from the side wall of the holding member are arranged in series in the axial direction. A clutch drum common to the double clutch device is rotatably disposed on the outer periphery of the holding member cylindrical boss portion between the planetary gear and the holding member side wall;
The transmission paths 7, 6 and 8 of the clutches C2, C1 and C3 connected to the second, first and third components of the planetary gear train are arranged in this order from the outer periphery of the cylindrical boss portion of the holding member. The automatic transmission according to claim 1. The rotation of the input shaft is connected to the second and third components of the planetary gear train via clutches C2 and C3, and the reduced rotation of the input shaft via the reduction planetary gear is connected via the clutch C1. A forward 6-speed reverse 1-speed automatic transmission connected to the first component of the planetary gear train,
A clutch drum that holds a friction member connected to the transmission path 7 of the clutch C2 is fixed integrally with the connection member that drives the reduction planetary gear from the input shaft;
A double planetary gear is used for the planetary gear for deceleration, a sun gear is fixed to the holding member, a carrier is connected to the connecting member,
A friction member for connecting the ring gear and the clutch drum of the clutch C1 is disposed on the outer periphery of the ring gear, and the clutch drum of the clutch C1 is connected to the shaft of the planetary gear for reduction and the clutch drum of the clutch C2. Arranged rotatably around the outer periphery and connected to the transmission path 6,
A friction member for connecting the carrier and the clutch drum of the clutch C3 is disposed on the outer periphery of a clutch hub connected to the carrier, and the clutch drum of the clutch C3 is held between the shafts of the reduction planetary gear and the holding member side wall. The member is rotatably arranged on the outer periphery of the cylindrical boss portion and is connected to the transmission path 8.
The transmission paths 7, 6 and 8 of the clutches C2, C1 and C3 connected to the second, first and third components of the planetary gear train are arranged in this order from the outer periphery of the cylindrical boss portion of the holding member. The automatic transmission according to claim 1. The rotation of the input shaft is coupled to the first and second components of the planetary gear train via clutches C4 and C2, and the reduced rotation of the input shaft via the reduction planetary gear is coupled to the clutches C1 and C3. An automatic transmission for 10 forward speeds and 1 reverse speed connected to the first and third components of the planetary gear train via
A clutch drum that holds a friction member connected to the transmission path 7 of the clutch C2 is fixed integrally with the connection member that drives the reduction planetary gear from the input shaft;
A double planetary gear is used as the reduction planetary gear, a sun gear is fixed to the holding member, a carrier is connected to the connecting member, an outer periphery of a ring gear is extended to the planetary gear train side, and the ring gear extended material A clutch hub is coupled to the coupling member on the inner circumferential side of the portion,
A friction member for connecting the ring gear and the clutch hub to a clutch drum integrated with a double clutch device having two-stage drums in the circumferential direction of the clutches C1 and C4 is provided as the ring gear extending member portion and Arranged on the outer periphery of the clutch hub, a clutch drum integrated with the double clutch device is rotatably arranged on the outer periphery of the connecting member between the shafts of the reduction planetary gear and the clutch drum of the clutch C2. Connected to the transmission path 6
A friction member for connecting the ring gear and the clutch drum of the clutch C3 is disposed on the outer periphery of the ring gear, and the clutch drum of the clutch C3 is disposed between the shaft of the planetary gear for reduction and the side wall of the holding member. It is rotatably arranged on the outer periphery of the boss part and connected to the transmission path 8,
The transmission path 7 of the clutch C2 connected to the second, first and third components of the planetary gear train, the transmission path 6 common to the clutches C1 and C4, 2. The automatic transmission according to claim 1, wherein a transmission path 8 of the clutch C3 is provided. The rotation of the input shaft is connected to the second and third components of the planetary gear train via clutches C2 and C4, and the reduction and rotation of the input shaft via the reduction planetary gear is coupled to the clutches C1 and C3. A forward 8-speed reverse 2-speed automatic transmission connected to the first and third components of the planetary gear train via
A clutch drum that holds a friction member connected to the transmission path 7 of the clutch C2 is fixed integrally with the connection member that drives the reduction planetary gear from the input shaft;
A double planetary gear is used as the planetary gear for reduction, a sun gear is fixed to the holding member, a carrier is connected to the connecting member, an outer periphery of a ring gear is extended to the side wall of the holding member, and the ring gear extended material A clutch hub is connected to the carrier on the inner circumferential side of the part,
A friction member for connecting the ring gear, the carrier, and a clutch drum integrated with a double clutch device having two-stage drums in the circumferential direction of the clutches C3 and C4 is used as the ring gear extending member and the clutch hub. A clutch drum integrated with the double clutch device is rotatably arranged on the outer periphery of the holding member cylindrical boss between the shafts of the reduction planetary gear and the holding member side wall. Connected to the transmission path 8,
A friction member for connecting the ring gear and the clutch drum of the clutch C1 is disposed on the outer periphery of the ring gear, and the clutch drum of the clutch C1 is connected to the shaft between the planetary gear for reduction and the clutch drum of the clutch C2. Is arranged rotatably on the outer periphery of the frame and connected to the transmission path 6.
The transmission path 7 of the clutch C2, the transmission path 6 of the clutch C1, and the clutch C3 connected to the second, first and third components of the planetary gear train in order from the outer periphery of the cylindrical boss portion of the holding member; 2. The automatic transmission according to claim 1, wherein a common transmission path is provided for C4. A double planetary gear is used as the reduction planetary gear, a sun gear is fixed to the holding member, and a carrier is connected to the connecting member that drives the reduction planetary gear from the input shaft;
A clutch hub is provided that extends the ring gear outer peripheral portion in the axial direction and is connected to the carrier or the connecting member on the inner peripheral direction inner side of the ring gear extended member portion,
The shaft portion of the L-shaped cylindrical member is squeezed and fixed with a plurality of stud pins at a fixed distance from the side wall of the clutch drum inside the clutch drum on the opening side of the clutch drum having a U-shaped cross section with one side opened. The clutch drum has two stages in the circumferential direction.
A friction member is disposed between the ring gear extending member and the clutch drum and between the clutch hub connected to the carrier or the connecting member and the cylindrical member having the L-shaped cross section,
A piston that presses the friction member disposed between the clutch drum, the stud pin portion and the ring gear, a piston that presses the friction member disposed between the clutch hub, and the clutch drum And a fixed plate that holds the return spring of the piston through a clutch drum of a double clutch that is arranged in an axial direction so that a hydraulic chamber is formed between the members,
The automatic transmission according to claim 6, 7 and 1, wherein the rotation of the input shaft and the reduced rotation of the input shaft via the deceleration planetary gear are input to the same component of the planetary gear train. The rotation of the input shaft is connected to the first and second components of the planetary gear train via the clutches C4 and C2, and the reduced rotation of the input shaft via the reduction planetary gear is coupled to the clutches C1 and C3. An automatic transmission for 10 forward speeds and 1 reverse speed connected to the first and third components of the planetary gear train via
A common clutch drum of a dual clutch device in which a friction member connected to the transmission path 7 of the clutch C2 is disposed radially inward of the friction member connected to the transmission path 6 of the clutch C4 is connected to the planetary gear for reduction from the input shaft. Fixed integrally with the connecting member that drives
A single planetary gear is used as the planetary gear for reduction, a sun gear is fixed to the holding member, a ring gear is connected to the connecting member,
A carrier is connected to a common clutch drum of a dual clutch device in which friction members connected to transmission paths 6 and 8 of the clutches C1 and C3 in order from the side wall of the holding member are arranged in series in the axial direction. A common clutch drum is rotatably arranged on the outer periphery of the holding member cylindrical boss portion between the shafts of the reduction planetary gear and the holding member side wall,
Connect the output part of clutch C1 and C4 as one body,
The transmission path 7 of the clutch C2 connected to the second, first and third components of the planetary gear train, the transmission path 6 common to the clutches C1 and C4, 2. The automatic transmission according to claim 1, wherein a transmission path 8 of the clutch C3 is provided. The rotation of the input shaft is coupled to the second or first and second components of the planetary gear train via the clutch C2 or the clutches C4 and C2, and the input shaft is decelerated and rotated via the reduction planetary gear. The forward six speeds and the reverse first speeds in claim 4 are connected to the first and third components of the planetary gear train through a double clutch device in which friction members of the clutches C1 and C3 are arranged in series in the axial direction. Or an automatic transmission of 10 forward speeds and 1 reverse speed according to claim 9,
The friction member of the brake 2 that locks the transmission path 8 is disposed between the transmission case and the transmission path 8 of the clutch C3 on the radially outer side of the clutch C2 or the clutches C4 and C2.
An outer race of the one-way clutch that brakes the second component of the planetary gear train in one direction between the friction member of the brake 2 and the transmission case toward the output shaft, and the second configuration Arrange the brake 1 friction member that locks the elements in order,
A piston that presses the friction member of the brake 2 by forming a hydraulic chamber between the transmission case and the transmission case on a radially outer side of the output shaft support portion of the transmission case, and presses the friction member of the brake 2 A hydraulic chamber is formed between the piston and a piston that presses the friction member of the brake 1, and a circumferential protrusion of the piston that presses the friction member of the brake 2 is connected to the outer race of the one-way clutch. The automatic transmission according to any one of claims 1, 4 and 9, characterized in that it passes through a circumferential notch of the friction member of the brake (1).

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