JP2008019930A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission constructed to stop rotation of an output side member of a clutch device always transmitting rotary driving force from an input shaft by a brake device during traveling or the like, capable of increasing drag torque reducing effect by sufficiently discharging lubricating oil without expanding clearance between each plate even if rotation of an output side member is stopped while constructing the transmission compact. <P>SOLUTION: A wet type multiple disc clutch 20 is provided with a pressing friction plate 22 meshing with spline fitting, two both surface friction plates 23, 23 and a friction retaining plate 24 on an outer circumference side of a clutch hub 21, and is provided with a three disc plates 25, ... meshing with spline fitting on an inner circumference side of a clutch drum 30. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission, and in particular, an automatic transmission configured such that an output side member of a clutch device to which rotational driving force is constantly transmitted from an input shaft is stopped by a brake device while the vehicle is traveling at a predetermined position. About.

  Conventionally, it is known to configure an automatic transmission by combining a plurality of planetary gear mechanisms, a clutch device, and a brake device. For example, an automatic transmission disclosed in Patent Document 1 below is known.

  In this automatic transmission, the rotational driving force input from the torque converter is configured to change speed by switching the power transmission path composed of the planetary gear group by connecting / disconnecting the clutch device and the brake device, etc. Among these, the third clutch (C3 in the literature) installed at the rear end of the input shaft is configured such that the output side member of the clutch is stopped (fixed) by the first brake (B1) at a predetermined position. ing.

On the other hand, a clutch device of an automatic transmission generally employs a wet multi-plate clutch. In this wet multi-plate clutch, as disclosed in Patent Document 2 below, the friction material surface of a rotating friction plate is used. By devising the groove shape and the like, the drag torque can be reduced by improving the lubricating oil dischargeability.
JP-A-9-79328 JP-A-4-194422

  By the way, in the automatic transmission, various gear arrangements are adopted in order to satisfy various requirements. However, in the clutch device in which the input side always rotates like the automatic transmission of Patent Document 1 described above, the output side is at a predetermined stage. There may be a case where a gear arrangement is adopted in which the members are configured to be stopped by a brake device.

  Here, in the case of the above-mentioned patent document 1, since the clutch device and the brake device that stops the rotation of the output side member are installed offset in the axial direction of the transmission, the problem is that the axial direction becomes longer. There is.

  As a countermeasure, it is conceivable to dispose the clutch device and the brake device in the radial direction of the transmission. However, simply superposing, it is necessary to set the clutch hub and clutch drum of the clutch device, and further the brake hub of the brake device in the radial direction, which becomes large in the radial direction.

  Therefore, by setting the clutch hub of the clutch device positioned on the inner peripheral side to communicate with the input shaft positioned on the inner side, and setting the clutch drum positioned on the outer side as the output side member, the output side member It is conceivable to make the transmission compact in the radial direction by making it easy to communicate with the brake device located on the outer peripheral side.

However, even when such a structure is employed, the clutch drum, which is the output side member of the clutch device, may be stopped by the brake device at a predetermined position. At this time, if a friction plate is provided on the clutch drum side, the rotation of the friction plate is stopped.
However, when the rotation of the friction plate is stopped in this manner, the lubricating oil discharging function of the groove provided in the friction material of the friction plate is lost, and even if the groove shape of the friction material is devised as in Patent Document 2, A sufficient lubricating oil suction effect cannot be obtained.

  Therefore, the lubricating oil is not sufficiently discharged between the multi-plate clutches, and the drag torque is increased due to the viscosity of the lubricating oil. As a result, there is a problem that the power loss of the engine or the like is caused and the fuel consumption is deteriorated.

  To solve this problem, a method of enlarging the clearance between the plates of the multi-plate clutch to promote the discharge of the lubricating oil can be considered. However, it is not an appropriate method because space is required to secure the clearance and rapid clutch control cannot be performed.

  Therefore, the present invention provides a compact transmission in an automatic transmission configured such that an output side member of a clutch device to which rotational driving force is constantly transmitted from an input shaft is stopped by a brake device while the vehicle is running. Provided is an automatic transmission capable of enhancing the drag torque reduction effect by sufficiently discharging the lubricating oil without widening the clearance between the plates even if the output side member stops rotating while being configured. For the purpose.

  The automatic transmission according to the present invention includes a first rotating member connected to the input shaft side, a second rotating member that can be locked to the transmission case by a brake device, and the first rotating member and the second rotating member. A clutch unit that contacts the drum unit installed on the outer peripheral side, a hub unit installed on the inner peripheral side, a multi-plate clutch provided between the drum unit and the hub unit, The multi-plate clutch includes a piston that presses the multi-plate clutch and a hydraulic servo that operates the piston. The multi-plate clutch includes a friction plate to which a friction material having a groove is fixed, and lubricates the friction material from the inner peripheral side of the hub portion. An automatic transmission for supplying oil, wherein the first rotating member is connected to the hub portion, the second rotating member is connected to the drum portion, and the piston and the hydraulic servo are provided on the hub portion side, On the outer peripheral side of the hub part, A first friction plate having the friction material fixed to one axially central side adjacent to the piston and a plurality of second friction plates having the friction material fixed to both surfaces adjacent to the first friction plate are arranged in a row. In addition, on the inner peripheral side of the drum portion, disk plates without friction material are arranged in a row alternately with the first friction plate or the second friction plate.

According to the above configuration, the first friction plate to which the friction material is fixed and the second friction plate are arranged in a row on the outer peripheral side of the hub portion that constantly receives the rotational driving force from the input shaft, and the drum portion whose rotation is stopped by the brake device. Since the disk plates without friction material are arranged on the inner peripheral side of the first friction plate, even if the drum unit is stopped by the brake device during traveling of the vehicle, the first friction plate is arranged in the hub unit that always rotates Since the friction material having a groove is fixed to the second friction plate, the lubricating oil supplied from the inner peripheral side of the hub portion is caused by the suction effect caused by the rotation of the first friction plate and the second friction plate. It will be discharged to the outer peripheral side of the device.
For this reason, even if the rotation of the output member side of the clutch device is stopped by the brake device, the lubricating oil is surrounded by the groove of the friction material of the first friction plate and the second friction plate arranged in the hub portion that is always rotating. Since it is discharged to the side, drag torque can be reduced.

The groove of the friction material may have any shape as long as the lubricating oil can be discharged to the outer peripheral side. For example, it is conceivable that the groove has a plurality of radial or cross-shaped shapes.
The first friction plate, the second friction plate, and the disk plate may be set to any thickness. For example, the first friction plate and the disk plate may be set thick and the second friction plate may be set thin according to a request for productivity.
Further, a cushioning plate may be interposed between the first friction plate and the piston in order to mitigate the impact when the two abut against each other.

In one embodiment of the present invention, a retaining plate having the friction material fixed to one side in the axial direction is provided adjacent to the disk plate at a position opposite to the piston on the outer peripheral side of the hub portion. It is.
According to the above configuration, the retaining plate functioning as a stopper of the multi-plate clutch can have a function as a friction plate by fixing the friction material to the retaining plate installed at the position opposite to the piston. Can do.
Therefore, the retaining plate can also be used as a friction plate, and a friction surface (torque transmission surface) necessary for the clutch device can be secured without increasing the number of parts.

In one embodiment of the present invention, a constant reduction planetary gear set that decelerates and outputs the rotation of the input shaft to the output unit is provided, and the first rotation member is connected to the input shaft via the constant reduction planetary gear set. It is a thing.
According to the above configuration, since the first rotating member is always connected to the input shaft via the reduction planetary gear set, the rotational speed of the input shaft is reduced and transmitted to the clutch device.
For this reason, the rotational speed of the input-side hub portion that always rotates decreases, so even if the output-side drum portion stops rotating in the brake device, the rotational speed difference between the input side and the output side is different. It is possible to prevent the drag torque from increasing and increasing in proportion to the rotational speed difference.
Therefore, in addition to disposing the friction plate on the hub portion side that always rotates, by reducing the rotation from the input shaft, it is possible to further suppress the generation of the drag torque by the lubricating oil and enhance the drag torque reduction effect. .

In one embodiment of the present invention, the drum portion of the clutch device is also used as a brake hub portion of the brake device.
According to the above configuration, since the drum portion of the clutch device and the brake hub portion of the brake device are shared by one member, the transmission can be configured more compactly in the radial direction.
In addition, since the clutch device and the brake device overlap in the radial direction by combining the drum portion of the clutch device and the brake hub portion of the brake device, the lubricating oil that has flowed through the clutch device flows into the brake device as it is. As described above, the first friction plate and the second friction plate are arranged side by side on the hub portion side that rotates constantly, so that the lubricating oil can be reliably supplied to the brake device side by the effect of sucking out the lubricating oil by rotation. Can also be done.

In one embodiment of the present invention, the automatic transmission has a plurality of shift speeds, and is set to stop the rotation of the drum portion by operating the brake device at the highest speed.
According to the above configuration, the brake device operates at the highest position, and the drum portion stops rotating at the highest position.
For this reason, when the drum portion stops at the highest position where the fuel efficiency of the vehicle is most required, drag torque is likely to be generated in the automatic transmission, but the first friction plate and the second Since the friction plate is installed, the generation of drag torque at the highest level can be suppressed as much as possible.
Therefore, it is possible to more reliably suppress the deterioration of fuel consumption due to the drag torque of the automatic transmission.

According to this invention, even if rotation on the output member side of the clutch device is stopped by the brake device, lubrication is performed from the grooves of the friction material of the first friction plate and the second friction plate arranged in the constantly rotating hub portion. Since oil is discharged to the outer peripheral side, drag torque can be reduced.
Therefore, in the automatic transmission configured so that the output side member of the clutch device to which the rotational driving force is always transmitted from the input shaft is stopped by the brake device during traveling of the vehicle, the transmission is configured in a compact manner, Even if the output side member stops rotating, the drag torque reduction effect can be enhanced by sufficiently discharging the lubricating oil without increasing the clearance between the plates.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, the gear arrangement of the automatic transmission according to the first embodiment of the present invention will be described with reference to FIG. (A) is a skeleton diagram of an automatic transmission, and (b) is an engagement operation table of clutches and brakes.

  The automatic transmission AT of the present embodiment is an automatic transmission AT that is applied to, for example, a power train for an FF vehicle that is mounted horizontally on a vehicle, and IN in FIG. Is an input shaft that inputs the rotational driving force into the automatic transmission AT via the torque converter T, and OUT is an output gear that outputs the rotational driving force to the drive wheel side via a final gear or the like. The input shaft IN and the output gear OUT are arranged coaxially in the transmission AT.

  In the figure, reference numerals GS1 to GS4 are all four first to fourth planetary gear sets having a sun gear, a carrier and a ring gear as rotational elements, and the first and second planetary gear sets GS1 and GS2 Are smaller than the third and fourth planetary gear sets GS3 and GS4, respectively, and are positioned at both end positions in the axial direction of the input shaft IN so as to sandwich the third and fourth planetary gear sets GS3 and GS4. It is arranged.

  The aforementioned first planetary gear set GS1 is a single pinion type having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 meshing with both the gears S1, R1. It consists of a planetary gear set. The above-mentioned second planetary gear set GS2 includes a single pinion having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports the second pinion P2 meshing with both the gears S2 and R2. It consists of a type planetary gear set.

  Of these, the first sun gear S1 and the second sun gear S2 are fixed by spline fitting or the like to the wall portion of the transmission case end adjacent to the axial direction or the boss portion of the side portion supporting the input shaft IN ( Always fixed). On the other hand, the first ring gear R1 and the second ring gear R2 are connected (always connected) to the input shaft IN by the first connecting member M1 and the second connecting member M2, respectively. Thereby, the rotation of the input shaft IN is always decelerated by the first planetary gear set GS1 and the second planetary gear set GS2, respectively, and is output from the first carrier PC1 and the second carrier PC2.

  As described above, the small-sized planetary gear sets GS1 and GS2 for constant deceleration are respectively arranged at both end positions in the axial direction of the input shaft IN, and further, the first to second wet multi-plate clutches are formed so as to surround them. Since the three clutches C1 to C3 and the first brake B1 are arranged, the automatic transmission AT can be made compact.

  In addition, since the sun gears S1 and S2 of the two planetary gear sets GS1 and GS2 arranged at the axial end of the transmission case are fixed using the wall and boss adjacent to each other in the axial direction, the structure is In addition to simplification, assembly workability can also be improved.

  Further, the reduction ratios of the input rotations in the first and second planetary gear sets GS1, GS2 (ratio of the number of teeth of each ring gear and pinion) are set to different values. By doing so, the degree of freedom in setting the gear ratio in each of the forward 1st to 6th gears can be increased as will be described later.

  That is, as will be described later, the speed reduction ratio of the input rotation by the first planetary gear set GS1 is related to each of the 1st to 4th speeds, and the speed reduction ratio of the input rotation by the second planetary gear set GS2 is 3rd and 5th speed. Since it is involved in each stage, for example, it is possible to change the speed ratio of the 3rd speed while keeping the speed ratio of the 2nd and 4th speed (in this case, the speed ratio of the 5th speed also changes). is there.

  The aforementioned third planetary gear set GS3 is a single pinion type having a third sun gear S3, a third ring gear R3, and a third carrier PC3 supporting the third pinion P3 meshing with both the gears S3, R3. It consists of a planetary gear set. The aforementioned fourth planetary gear set GS4 has a single pinion having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports the fourth pinion P4 meshing with both the gears S4 and R4. It consists of a type planetary gear set.

  Of these, the third ring gear R3 and the fourth carrier PC4 are connected (always connected) by the third connecting member M3 so that they rotate integrally with each other, and the output gear OUT is integrated with the fourth carrier PC4. It is connected to rotate. Further, the third carrier PC3 and the fourth ring gear R4 are connected (always connected) by the fourth connecting member M4 so as to rotate integrally with each other.

  That is, the third and fourth planetary gear sets GS3, GS4 have a total of four rotating elements (third sun gear S3, third carrier PC3 = fourth ring gear, third ring gear S3 = fourth carrier PC4, fourth They are connected to each other so as to have a sun gear S4) to constitute a Simpson type planetary gear train.

  Then, the first to third three clutches C1 to C3 and the first brake B1 and the second brake B2 are selectively actuated to transmit power from the input shaft IN to the output gear OUT. By switching between, forward 6 speed and reverse speed are obtained.

  Specifically, first, the first clutch C1 is a clutch that selectively connects and disconnects the first carrier PC1 and the third sun gear S3. As shown in the engagement operation table shown in FIG. Since it is engaged at the fifth speed and reverse speed, it is also called a 3/5 / R clutch (3/5 / RC).

  The second clutch C2 is a clutch that selectively connects / disconnects the third carrier PC3 and the second ring gear R2, and is fastened at the 4th to 6th speeds on the high speed side. Also called.

  Further, the third clutch C3 connects and disconnects the fourth sun gear S4 and the second carrier PC2, and is also referred to as a low clutch (low / C) because it is engaged at the first to fourth speeds on the low speed side.

  On the other hand, the first brake B1 is a brake that selectively connects and disconnects the third sun gear S3 to the transmission case, and selectively stops it. Also called brake (2/6 Br.). The first brake B2 is a brake that selectively connects and disconnects the fourth connection member M4 that connects the third carrier PC3 and the fourth ring gear R4 to the transmission case, and stops the first connection. And it is also called low reverse brake (L / R Br.) Because it is engaged at reverse speed.

  Note that a one-way clutch OWC is arranged in parallel to the side of the second brake B2. For this reason, in the present embodiment, the second brake B2 is configured to be engaged only when the engine brake is necessary, such as a manual mode or a hold mode.

  The relationship between the operating states of the clutches C1 to C3 and the brakes B1 and B2 and the shift speed is as shown in the engagement operation table of FIG. In the figure, (●) indicates a case where a clutch or the like is engaged, and (No mark) indicates a case where the clutch or the like is released. The first forward speed of the second brake B2 is set to be engaged only when the engine brake is necessary as described above.

  Although not specifically shown, the first to third clutches C1 to C3 and the first and second brakes B1 and B2 are connected to a transmission hydraulic pressure control device. As shown in the fastening operation table 1 (b), a fastening pressure (● mark) and an opening pressure (no mark) are created at each gear position. As this transmission hydraulic pressure control device, for example, a hydraulic control type, an electronic control type, and a hydraulic pressure + electronic control type can be considered.

Next, the operation at each shift stage of the automatic transmission AT of the present embodiment will be described.
The first forward speed is obtained by engaging the third clutch C3 and the second brake B2, as shown in FIG. At this time, since the second carrier PC2 and the fourth sun gear S4 are first coupled by engaging the third clutch C3, the rotation input from the input shaft IN to the second ring gear R2 of the second planetary gear set GS2 is decelerated. In the fourth planetary gear set GS4, the fourth ring gear R4 is stopped by the engagement of the second brake B2, so that the rotation input to the fourth sun gear S4 is decelerated. And output from the fourth carrier PC4.
Thus, at the first forward speed, the rotational driving force always decelerated in the second planetary gear set GS2 is further decelerated according to the gear ratio between the fourth ring gear R4 and the fourth pinion P4 of the fourth planetary gear set GS4. And output to the output gear OUT.

At the second forward speed, as shown in FIG. 1B, the second brake B2 at the first forward speed is released and the first brake B1 is engaged. That is, in the second forward speed, the third sun gear S3 is stopped in the third planetary gear set GS3 by the engagement of the third clutch C3 and the first brake B1, and the third clutch C3 is engaged as in the first forward speed. Thus, the decelerated rotation from the second planetary gear set GS2 is input to the fourth sun gear S4 of the fourth planetary gear set GS4.
When the fourth sun gear S4 rotates in this way, the fourth carrier PC4 rotates at a reduced speed as in the first forward speed. Then, the third ring gear of the third planetary gear set GS3 is integrated with the fourth carrier PC4. R3 will rotate, and in this third planetary gear set GS3, since the third sun gear S3 is stopped, the third carrier PC3 will also rotate in the same direction.
Then, the fourth ring gear R4 of the fourth planetary gear set GS4 always connected to the third carrier PC3 rotates, and the decelerated rotation from the fourth sun gear S4 to the fourth carrier PC4 increases accordingly. Therefore, at the second forward speed, the input rotation from the input shaft IN is output to the output gear OUT as a decelerated rotation that is faster than the first forward speed.

At the third forward speed, as shown in FIG. 1B, the first brake B1 at the second forward speed is released and the first clutch C1 is engaged. That is, the third forward speed is obtained by engaging the first clutch C1 and the third clutch C3. At this time, as in the case of the first forward speed and the second speed, first, the reduced rotation from the second planetary gear set GS2 is input to the fourth sun gear S4 of the fourth planetary gear set GS4 by engaging the third clutch C3. .
On the other hand, since the first carrier PC1 and the third sun gear S3 are coupled by the engagement of the first clutch C1, the rotation input from the input shaft IN to the first ring gear R1 is decelerated and the first planetary gear from the first carrier PC1. Input to the third sun gear S3 of the gear set GS3. Then, in the third and fourth planetary gear sets GS3 and GS4 constituting the Simpson type planetary gear train, the decelerated rotations input to the third sun gear S3 and the fourth sun gear S4 are combined and output from the fourth carrier PC4. Output to gear OUT.
That is, at the third forward speed, the third sun gear S3 stopped at the second forward speed will rotate in the same direction as the third carrier PC3, and accordingly, the rotation of the third carrier PC3 is increased. The rotation of the fourth ring gear R4 that rotates integrally therewith is increased as compared with the second forward speed. Therefore, at the third forward speed, the input rotation from the input shaft IN is output to the output gear OUT as a decelerated rotation that is faster than the second forward speed.

At the fourth forward speed, as shown in FIG. 1B, the first clutch C1 at the third forward speed is released and the second clutch C2 is engaged. That is, the fourth forward speed is obtained by engaging the second clutch C2 and the third clutch C3. Also at this time, the reduced rotation from the second planetary gear set GS2 is input to the fourth sun gear S4 of the fourth planetary gear set GS4 by the engagement of the third clutch C3 as in the first to third speeds.
At the same time, by the engagement of the second clutch C2, the rotation of the second ring gear R2, that is, the input rotation from the input shaft IN is transmitted as it is to the third carrier PC3 (fourth ring gear R4 rotating integrally therewith). Thus, the rotations input to the fourth ring gear R4 and the fourth sun gear S4 are combined in the fourth planetary gear set GS4 and output from the fourth carrier PC4 to the output gear OUT. At the fourth forward speed, the rotation of the input shaft IN is slightly decelerated and output to the output gear OUT.

At the fifth forward speed, as shown in FIG. 1B, the third clutch C3 at the fourth forward speed is released and the first clutch C1 is engaged. That is, the fifth forward speed is obtained by engaging the first clutch C1 and the second clutch C2. At this time, first, the rotation of the second ring gear R2, that is, the input rotation from the input shaft IN, is transmitted to the third carrier PC3 as it is by engaging the second clutch C2 as in the case of the fourth forward speed.
Similarly to the third forward speed, the reduced rotation from the first planetary gear set GS1 is input to the third sun gear S3 of the third planetary gear set GS3 by engaging the first clutch C1, and thus the third sun gear S3 and The rotations respectively input to the third carrier PC3 are combined in the third planetary gear set GS3 and output from the third ring gear R3 (the fourth carrier PC4 rotating integrally therewith) to the output gear OUT. At the fifth forward speed, the input rotation from the input shaft IN is slightly increased and output.

  At the sixth forward speed, as shown in FIG. 1B, the first clutch C1 at the fifth forward speed is released and the first brake B1 is engaged. That is, the sixth forward speed is obtained by engaging the second clutch C2 and the first brake B1. At this time, since the third sun gear S3 is stopped in the third planetary gear set GS3 by the engagement of the first brake B1, the rotation of the input shaft IN remains as it is in the fourth forward speed and the fifth forward speed as it is. Is transmitted to the output gear OUT from the third ring gear R3 (fourth carrier PC4). That is, at the sixth forward speed, the input rotation from the input shaft IN substantially increases only through the third planetary gear set GS3 and is output.

  The reverse speed is obtained by engaging the first clutch C1 and the second brake B2, as shown in FIG. At this time, like the third forward speed and the fifth speed, the input rotation always decelerated by the first planetary gear set GS1 is transmitted to the third sun gear S3 of the third planetary gear set GS3 via the first clutch C1. . Since the third carrier PC3 is stopped by engaging the second brake B2 as in the first forward speed, the decelerated rotation transmitted to the third sun gear S3 is reversed as described above, and the third ring gear R3. (The fourth carrier PC4) is output to the output shaft OUT.

  In the automatic transmission AT having the gear arrangement as described above, when viewing the first clutch C1 of the present embodiment, the input side is linked to the input shaft IN via the first planetary gear set GS1, and is always driven to rotate. On the other hand, on the output side, the gear arrangement is such that the output side member CO linked to the third sun gear S3 of the third planetary gear set GS3 is locked and fixed by the first brake B1. For this reason, at the time of the second forward speed and the sixth forward speed, the first brake B1 is engaged, so that the output side member CO is set to stop rotating.

  For this reason, the output-side member CO completely stops rotating especially at the highest forward speed of the sixth forward speed that is frequently used. As described later, the drag due to the fact that the lubricating oil is not discharged by the first clutch C1. Torque is likely to occur, and there is a greater concern about fuel consumption deterioration due to power loss.

FIG. 2 shows a detailed sectional view of the automatic transmission AT in the vicinity of the first clutch C1. In addition, about the component corresponding to Fig.1 (a), the same code | symbol is attached | subjected and demonstrated.
The automatic transmission AT includes an input shaft IN that is arranged to pass through from the torque converter side to the counter-torque converter side in a transmission case 1 that forms an outer frame, and a first axially arranged on the input shaft IN. A first planetary gear set GS1 and a third planetary gear set GS3 are provided, and on the outer peripheral side of the first planetary gear set GS1, a first clutch C1 and a first brake B1 are arranged to overlap each other, and a third planetary gear set A one-way clutch OWC and a second brake B2 are installed side by side in the axial direction on the outer peripheral side of the GS3.

Among these, the first clutch C1 and the first brake B1 will be described in more detail.
First, the first clutch C1 is installed on the sleeve 10 rotatably supported by a boss 1B extending from the rear end (end cover 1A) of the transmission case 1 to the torque converter side, and will be described later. A clutch piston 11 that applies a pressing force to the wet multi-plate clutch 20; a piston seal plate 13 that is positioned on the counter-torque converter side of the clutch piston 11 and defines the pressure-receiving chamber 12 between the clutch piston 11; And a first carrier PC1 that divides the centrifugal balance chamber 14 with the clutch piston 11 and generates a repulsive force in the axial direction between the first carrier PC1 and the clutch piston 11. A return spring 15 is interposed. These components constitute a hydraulic servo COS that causes the first clutch C1 to operate.

Note that 16 is an O-ring, 17 is a lip seal, and 18 and 19 are lip seals. These seals ensure the sealing performance of the pressure receiving chamber 12 and the centrifugal balance chamber 14.
In the present embodiment, the first carrier PC1 and the sleeve 10 are integrally formed. Although the number of parts is reduced by this, it may be formed by using a separate member and coupled by spline fitting or the like.
On the other hand, on the torque converter side of the clutch piston 11, a wet multi-plate clutch 20 is installed on the outer peripheral side of the clutch hub 21 formed integrally with the first carrier PC1. The wet multi-plate clutch 20 includes a plurality of donut-shaped disk plates 22, 23, 24, which are slidable in the axial direction between a clutch hub 21 as an input side member and a clutch drum 30 as an output side member CO. 25 (see FIG. 3) are alternately stacked. The detailed structure of each plate member 22, 23, 24, 25 will be described later.

  Further, the clutch drum 30 as the output side member CO has an inner wall 31 extending radially inward at the torque converter side end, and the inner wall 31 is connected to the third planetary gear set GS3. The sun gear S3 is connected to rotate integrally.

  The first clutch C1 configured as described above is configured so that the clutch piston 11 is biased by the return spring 15 according to the supply of hydraulic pressure to the pressure receiving chamber 12 at the third forward speed, the fifth forward speed, and the reverse speed as described above. The wet multi-plate clutch 20 is pressed by moving to the torque converter side against this, so that the plate members 22, 23, 24, 25 (see FIG. 3) adjacent in the axial direction are engaged with each other. Operate.

  Next, the first brake B1 includes a brake piston 41 installed adjacent to the rear end (end cover 1A) of the transmission case 1, a snap ring 42 fixed to the transmission case 1 on the torque converter side, A return spring 43 that generates a repulsive force in the axial direction is interposed between the snap ring 42 and the brake piston 41, and a first pressure is received between the brake piston 41 and the rear end of the transmission case 1 (end cover 1A). The chamber 44 and the second pressure receiving chamber 45 are partitioned. These components constitute a hydraulic servo BOS that causes the first brake B1 to operate. In addition, 46 is a lip seal and 47 is also a lip seal. With these seals, the sealing performance of the first pressure receiving chamber 44 and the second pressure receiving chamber 45 is secured.

  On the other hand, a plurality of brake plates 51 and 52 are installed on the outer peripheral side of the brake hub 50 integrated with the clutch drum 30 on the torque converter side of the brake piston 41. As with the wet multi-plate clutch 20, the brake plates 51 and 52 are also made of a plurality of donut-shaped disks that are slidable in the axial direction between the brake hub 50 that is a rotating member and the transmission case 1 that is a fixed member. Brake plates 51 and 52 are alternately stacked. The brake plate 51, 52 is configured by setting a disk plate 51 without a friction material on the transmission case 1 side and setting a friction plate 52 with a friction material on both sides on the brake hub 50 side.

  In the drawing, the brake plate 51 on the transmission case 1 side appears to be separated from the transmission case 1 due to the presence of the return spring 43, but in the circumferential portion where the return spring 43 does not exist, the transmission case 1 Are connected by spline fitting.

  The brake hub 50 of the first brake B1 is configured by forming a spline 50a on the outer peripheral surface of the clutch drum 30 of the first clutch C1. By comprising in this way, the brake hub 50 of the 1st brake B1 and the clutch drum 30 of the 1st clutch C1 can be shared by one member, and the radial direction size of a transmission can be comprised compactly.

  The first brake B1 configured as described above returns the brake piston 41 in response to the supply of hydraulic pressure to the first pressure receiving chamber 44 and the second pressure receiving chamber 45 at the second forward speed and the sixth forward speed as described above. By moving to the torque converter side against the urging force of the spring 43, the brake plates 51 and 52 are pressed, and the brake plates 51 and 52 adjacent in the axial direction are engaged with each other.

Next, the structure of the wet multi-plate clutch 20 of the first clutch C1 will be described using the detailed cross-sectional view of the main part of FIG. 3 and the exploded view of the plate of FIG.
As shown in FIG. 3, the wet multi-plate clutch 20 includes, on the outer peripheral side of the clutch hub 21, a pressing friction plate 22 that meshes by spline fitting, two double-sided friction plates 23 and 23, and a friction retaining plate 24. And three disk plates 25 meshed by spline fitting on the inner peripheral side of the clutch drum 30.

  4, the torque converter side surface (axial clutch central side surface) of the pressing friction plate 22, the torque converter side surface and the anti-torque converter side surface of the double-sided friction plate 23, and the anti-torque of the friction retaining plate 24. Friction material F is fixed to the converter side surface (axial clutch center side surface).

  Although not shown in detail in the friction material F, a plurality of grooves extending radially or crosswise are formed on the surface (friction surface), and the lubricating oil supplied from the inner peripheral side of the wet multi-plate clutch 20 Is discharged to the outer peripheral side.

  In FIG. 3, the plates 22, 23, 24, and 25 are drawn apart from each other so that the configuration of each plate 22, 23, 24, and 25 is easily understood. , 23, 24, 25 are set to about 0.2 mm in the clutch released state.

  Further, as shown in FIG. 3, the spline portion 21a of the clutch hub 21 is provided with a plurality of radially extending oil supply ports 61 in the circumferential direction, and the outer periphery from the first planetary gear set GS1 side by centrifugal force. The lubricating oil (see arrow A) supplied to the side is guided to the wet multi-plate clutch 20 side.

  Further, a plurality of oil discharge ports 62 penetrating in the radial direction are formed in the spline portion 30a of the clutch drum 30 in the circumferential direction, and the lubricating oil (see arrow B) cooled and lubricated in the wet multi-plate clutch 20 is clutched. The drum 30 is discharged to the outer peripheral side, that is, the first brake B1 side.

  In this manner, the wet multi-plate clutch 20 of the first clutch C1 is configured. As described above, when the first brake B1 is operated at the second forward speed and the sixth forward speed, the first clutch Since the clutch drum 30 of C1 stops rotating, the disk plate 25 on the clutch drum 30 side also stops rotating simultaneously.

  At this time, for example, if the friction material is fixed to the disk plate 25 on the clutch drum 30 side, the disk plate 25 does not rotate. Therefore, the effect of sucking out the lubricating oil by the groove of the friction material generated by the rotation is obtained. There is a possibility that it cannot be obtained.

  In this embodiment, the friction material F is fixed to the pressing friction plate 22, the double-sided friction plate 23, and the friction retaining plate 24 on the side of the clutch hub 21 that always rotates. Even when the rotation of the drum 30 side, that is, the output side member CO is stopped, the friction material F always rotates, and the lubricating oil can be discharged stably.

  Therefore, even when the clutch drum 30 stops rotating at the second forward speed and the sixth forward speed, the lubricating oil can be reliably discharged from the wet multi-plate clutch 20 to the outer peripheral side, and the drag torque of the lubricating oil can be reduced. Generation can be suppressed.

  In the present embodiment, the retaining member (24) is also used as a friction plate because the friction material F is fixed by using a retaining plate (24) that does not slide in the axial direction. The axial space of the wet multi-plate clutch 20 can be made compact.

Next, the effect of this embodiment is explained in full detail.
In the automatic transmission AT of this embodiment, the wet multi-plate clutch 20 is pressed on the outer peripheral side of the clutch hub 21 that receives the rotational driving force from the input shaft IN, and the friction material F having a groove is fixed on one side on the torque converter side. The friction plate 22 and a plurality of double-sided friction plates 23 each having a friction material F having grooves fixed to both surfaces are arranged in a row, and there is no friction material on the inner peripheral side of the clutch drum 30 that is stopped by the first brake B1. The disk plates 25 are arranged in a row.

Accordingly, even if the clutch drum 30 is stopped by the first brake B1 at the second forward speed or the sixth forward speed while the vehicle is running, the pressing friction plate 22 and the double-side friction plate arranged in the clutch hub 21 that always rotates are arranged. 23, the friction material F having a groove is fixed, so that the lubricating oil supplied from the inner peripheral side of the clutch hub 21 is wetted by the suction effect by the rotation of the pressing friction plate 22 and the double-side friction plate 23. It is discharged to the outer peripheral side of the clutch 20.
For this reason, even if the rotation of the output side member CO (clutch drum 30) of the first clutch C1 is stopped by the first brake B1, the pressing friction plate 22 and the double-side friction plate 23 arranged in the constantly rotating clutch hub 21 are arranged. Since the lubricating oil is discharged to the outer peripheral side from the groove of the friction material F, drag torque can be reduced.
Therefore, the automatic transmission configured such that the output side member CO (clutch drum 30) of the first clutch C1 to which the rotational driving force is always transmitted from the input shaft IN is stopped by the first brake B1 during traveling of the vehicle or the like. In AT, even if the output side member CO stops rotating while the transmission is made compact, the lubricating oil is discharged without increasing the clearance between the plates 22, 23, 24, 25 of the wet multi-plate clutch 20. Can be sufficiently performed, and the drag torque reduction effect can be enhanced.

  In this embodiment, although not shown, a cushioning plate may be interposed between the pressing friction plate 22 and the clutch piston 11 in order to mitigate the impact when the two come into contact with each other.

Further, in this embodiment, a friction retaining plate 24 in which the friction material F is fixed to one side of the anti-torque converter side is installed at a position opposite to the clutch piston 11 on the outer peripheral side of the clutch hub 21 (torque converter side position). ing.
Thereby, the retaining plate (24) functioning as a stopper of the wet multi-plate clutch 20 can have a function as a friction plate.
Therefore, the friction retaining plate 24 can also be used as a friction plate, and the area of the friction surface (torque transmission area) necessary for the first clutch C1 can be ensured without increasing the number of parts.

Further, in this embodiment, the first planetary gear set GS1 that constantly reduces the rotation of the input shaft IN to the first carrier PC1 is provided, and the clutch hub 21 is connected to the input shaft via the first planetary gear set GS1. Contacting IN.
Thereby, the rotational speed of the input shaft IN is always decelerated and transmitted to the first clutch C1.
For this reason, since the rotational speed of the clutch hub 21 that rotates constantly decreases, even if the output-side clutch drum 30 stops rotating at the first brake B1, the rotational speed difference between the input side and the output side is reduced. And the increase in drag torque that increases in proportion to this rotational speed difference can be prevented.
Therefore, in addition to disposing a friction plate such as the double-sided friction plate 23 on the side of the clutch hub 21 that always rotates, by reducing the rotation from the input shaft IN, the generation of drag torque due to the lubricant is further suppressed, and the drag torque The reduction effect can be enhanced.

In this embodiment, the clutch drum 30 of the first clutch C1 is also used as the brake hub 50 of the first brake B1.
According to the above configuration, since the clutch drum 30 of the first clutch C1 and the brake hub 50 of the first brake B1 are used as one member, the automatic transmission AT is configured more compactly in the radial direction. Can do.
Further, since the first clutch C1 and the first brake B1 are superposed in the radial direction, the lubricating oil that has flowed through the first clutch C1 flows into the first brake B1 as it is, but the clutch hub that rotates constantly as described above. Since the friction plates such as the double-sided friction plate 23 are arranged on the 21 side, the lubricating oil can be reliably supplied to the first brake B1 side by the effect of sucking out the lubricating oil by rotation.

In this embodiment, the first brake B1 is operated at the highest forward 6th speed, and the clutch drum 30 is set to stop rotating.
As a result, the clutch drum 30 is stopped at the sixth forward speed at which the fuel efficiency of the vehicle is most demanded, so that drag torque is likely to be generated in the first clutch C1. Since 22 and the double-sided friction plate 23 are installed, the generation of drag torque at the sixth forward speed can be suppressed as much as possible.
Therefore, it is possible to more reliably suppress the deterioration of fuel consumption due to the drag torque of the automatic transmission AT.

Next, other embodiments will be described using the plate exploded view of FIG.
(A) is a second embodiment in which a retaining plate 124 without the friction material F is installed instead of the friction retaining plate 24 of the first embodiment, and a pressing friction plate 122 is added separately. b) is a third embodiment in which a retaining plate 124 without the friction material F is installed instead of the friction retaining plate 24 of the first embodiment, and another one-sided friction plate 123 is added. is there. Other components are the same as those in the first embodiment.

First, in the second embodiment of (a), a pressing friction plate 122 is additionally provided on the side of the retaining plate 124 opposite to the torque converter.
Thus, by adding the pressing friction plate 122, the area (total 6 surfaces) of the friction surface F can be secured without fixing the friction material F to the retaining plate 124.
Therefore, the retaining plate 124 can be shared with the conventional structure. Also, the piston-side pressing friction plate 22 and the added pressing friction plate 122 can be shared, and cost can be reduced compared to the first embodiment.
Other functions and effects are the same as in the first embodiment.

Next, in the third embodiment of (b), one additional double-sided friction plate 123 is additionally set on the counter-torque converter side of the retaining plate 124 where no friction material is provided.
Thus, by adding the double-sided friction plate 123, the area of the friction surface can be set larger than that of the first embodiment (total of seven surfaces) without fixing the friction material F to the retaining plate 124.
Therefore, while the retaining plate 124 can be made common with the conventional one, a large number of friction surfaces can be set, so that the load per surface can be reduced and the durability of the clutch can be further increased.
Other functions and effects are the same as in the first embodiment.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The first rotating member of the present invention corresponds to the first carrier PC1 and the clutch hub 21 of the embodiment,
Similarly,
The second rotating member corresponds to the clutch drum 30 and the output side member CO,
The brake device corresponds to the first brake B1,
The clutch device corresponds to the first clutch C1,
The drum portion corresponds to the clutch drum 30,
The hub part corresponds to the clutch hub 21,
The multi-plate clutch corresponds to the wet multi-plate clutch 20,
The piston corresponds to the clutch piston 11,
The first friction plate corresponds to the pressing friction plate 22,
The second friction plate corresponds to the double-sided friction plate 23,
The retaining plate to which the friction material is fixed corresponds to the friction retaining plate 24,
The constant reduction planetary gear set corresponds to the first planetary gear set GS1,
The present invention is not limited to the above-described embodiments, but includes embodiments applied to all automatic transmissions.

(A) Skeleton diagram of automatic transmission of first embodiment, (b) Clutch / brake engagement operation table. The detailed sectional view of the automatic transmission near the first clutch. FIG. Plate exploded view. (A) Plate exploded view of 2nd embodiment, (b) Plate exploded view of 3rd embodiment.

Explanation of symbols

AT ... automatic transmission C1 ... first clutch B1 ... first brake 20 ... wet multi-plate clutch 21 ... clutch hub 22 ... pressing friction plate 23 ... double-side friction plate 24 ... friction retaining plate 25 ... disk plate 30 ... clutch drum

Claims (5)

A first rotating member connected to the input shaft side, a second rotating member that can be locked to a transmission case by a brake device, and a clutch device that connects and disconnects the first rotating member and the second rotating member,
The clutch device includes a drum portion installed on the outer peripheral side, a hub portion installed on the inner peripheral side, a multi-plate clutch provided between the drum portion and the hub portion, and a piston that presses the multi-plate clutch. And a hydraulic servo that operates the piston,
The multi-plate clutch includes a friction plate to which a friction material having a groove is fixed, and is an automatic transmission that supplies lubricating oil from the inner peripheral side of the hub portion to the friction material,
Connecting the first rotating member to the hub portion, connecting the second rotating member to the drum portion, and providing the piston and hydraulic servo on the hub portion side;
A plurality of first friction plates fixed to the outer peripheral side of the hub portion adjacent to the piston on one side in the axial direction and the friction material fixed to both surfaces adjacent to the first friction plate. The second friction plates are lined up,
An automatic transmission in which disk plates having no friction material are arranged alternately on the inner peripheral side of the drum portion with the first friction plate or the second friction plate. The automatic transmission according to claim 1, wherein a retaining plate having the friction material fixed to one axially central side surface is provided adjacent to the disk plate at a position opposite to the piston on the outer peripheral side of the hub portion. A constant reduction planetary gear set that decelerates and outputs the rotation of the input shaft to the output unit,
3. The automatic transmission according to claim 1, wherein the first rotating member is connected to the input shaft via the constant speed planetary gear set. The automatic transmission according to any one of claims 1 to 3, wherein a drum portion of the clutch device is also used as a brake hub portion of the brake device. The automatic transmission according to any one of claims 1 to 4, wherein the automatic transmission has a plurality of shift speeds, and the drum device is set to stop rotating by operating the brake device at the highest speed.

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