JP2010169226A - Carrier - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a carrier which prevents weight increase and production cost increase by preventing the occurrence of overspeed of the carrier. <P>SOLUTION: The carrier includes a long groove 31c curved and extended in the radial direction of a first carrier plate 31 and a second carrier plate 32 to cause the first carrier plate 31 and the second carrier plates 32 to slidably support a first pinion shaft 33. By providing a coil spring 39 between the outer end in the radial direction of the long groove 31c and the first pinion shaft 33, the first pinion shaft 33 is urged inward in the radial direction of the first carrier plate 31 and second carrier plates 32. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a carrier, and more particularly, to a carrier provided in a double pinion type planetary gear device that rotatably supports a pair of pinion gears.

  In an automatic transmission or a continuously variable transmission of a vehicle such as an automobile, a plurality of planetary gear devices for selecting a plurality of predetermined gear ratios or gear positions between an input member and an output member; Engagement elements for connecting the elements constituting these, for example, multi-stage transmissions using a clutch and a brake are often used, and by selectively braking some of the components of the planetary gear unit, A plurality of forward stages and at least one reverse stage can be achieved.

  The planetary gear device uses a sun gear, a plurality of pinion gears arranged on the outer peripheral side of the sun gear, a ring gear arranged on the outer peripheral side of the pinion gear, and a carrier for supporting the pinion gear as main components. ing.

  As one of such planetary gear devices, there is one constituted by a double pinion gear provided with a pair of pinion gears. In a planetary gear device using a double pinion gear, a plurality of first pinion gears arranged side by side around the input member and a plurality of second pinions arranged on the outer peripheral side of the first pinion gear and meshing with the first pinion gears. It consists of a pinion gear.

  The first pinion gear meshes with the sun gear, and the second pinion gear meshes with the ring gear and the first pinion gear. The first pinion gear and the second pinion gear are sandwiched on both sides in the axial direction by a pair of carrier plates constituting the carrier, and are respectively rotatable to the first pinion shaft and the second pinion shaft that couple the pair of carrier plates. It is pivotally supported.

Japanese Patent Laid-Open No. 2006-194452

  However, in such a conventional planetary gear device, when the carrier over-rotation occurs for some reason, the first pinion gear that meshes with the sun gear and rotates with the carrier and the second pinion gear that meshes with the ring gear. Is revolved around the sun gear while rotating at high speed, so that a large centrifugal force is generated in the first pinion gear and the second pinion gear.

  For this reason, an excessive load is applied to the first pinion shaft and the second pinion shaft attached to the pair of carrier plates, and the pair of carrier plates that support the first pinion shaft and the second pinion shaft are applied to the pair of carrier plates. There is a risk of cracking.

  For this reason, it was necessary to increase the strength of the pair of carrier plates. However, in order to increase the strength of the carrier plate in this way, it is necessary to change the material of the carrier plate or improve the rigidity, so that the weight of the carrier increases or the manufacturing cost increases. A problem has occurred.

  The present invention has been made to solve the conventional problems as described above, and prevents the carrier from over-rotating, thereby preventing an increase in weight and an increase in manufacturing cost. It is an object of the present invention to provide a carrier that can prevent this.

  In order to achieve the above object, a carrier according to the present invention includes: (1) a first pinion gear that meshes only with a sun gear; a ring gear that is provided on an outer peripheral portion of the sun gear so as to be rotatable about the axial direction of the sun gear; In a carrier having a first pinion shaft and a second pinion shaft that rotatably support a second pinion gear meshing with the first pinion gear, both ends of the first pinion shaft and the second pinion shaft A first carrier plate and a second carrier plate that are connected to each other and are provided so as to sandwich the first pinion gear and the second pinion gear, and the first carrier plate and the second carrier plate A carrier plate slidably supports the first pinion shaft. Having a long groove extending in a radial direction of the first carrier plate and the second carrier plate, and an elastic member is provided between the radial outer end of the long groove and the first pinion shaft. Thus, the first pinion shaft is configured to be urged inward in the radial direction of the first carrier plate and the second carrier plate.

With this configuration, the first carrier plate and the second carrier plate have long grooves extending in a radial direction so as to slidably support the first pinion shaft, and the long grooves are outside the radial direction. By providing an elastic member between the end and the first pinion shaft, the first pinion shaft is urged radially inward of the first carrier plate and the second carrier plate. When a large centrifugal force is applied to the first pinion gear when the carrier over-rotation occurs, the first carrier plate moves along the long groove against the urging force of the urging member. And it moves circularly outward in the radial direction of the second carrier plate.
Here, the long groove is curved and extends in the radial direction of the first carrier plate and the second carrier plate because the first carrier plate and the first carrier plate are engaged with the second pinion gear in a state where the first pinion gear is engaged with the second pinion gear. This is because it moves in an arc along the radial direction of the two carrier plates.

  For this reason, when the first pinion gear is separated from the sun gear and the power is transmitted from the sun gear to the carrier, the power is not transmitted between the sun gear and the carrier via the first pinion gear. Slows down. For this reason, it is possible to prevent the carrier from over-rotating and to prevent excessive centrifugal force from being generated in the first pinion gear and the second pinion gear.

Therefore, it is possible to prevent an excessive load from being applied to the first pinion shaft and the second pinion shaft attached to the pair of carrier plates, and to support the first pinion shaft and the second pinion shaft. The generation of cracks in the carrier plate can be prevented.
Therefore, it is unnecessary to increase the strength of the pair of carrier plates, and it is possible to prevent the weight of the carrier from increasing and the manufacturing cost from increasing.

  Further, during normal rotation of the carrier, the first pinion shaft is urged radially inward of the first carrier plate and the second carrier plate by the elastic member, so that the first pinion gear can be reliably engaged with the sun gear. The gears can be engaged with each other, and power can be reliably transmitted from the sun gear to the carrier via the first pinion gear.

  According to the present invention, it is possible to provide a carrier capable of preventing the carrier from over-rotating and preventing the weight from increasing and preventing the manufacturing cost from increasing. it can.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows 1st Embodiment of the carrier which concerns on this invention, and is a skeleton diagram of an automatic transmission. It is a figure which shows 1st Embodiment of the carrier which concerns on this invention, and is an action | operation table | surface explaining the engagement element and gear ratio at the time of establishing a some gear stage. It is a figure which shows 1st Embodiment of the carrier which concerns on this invention, and is a collinear diagram which can represent the rotational speed of each rotation element of a 1st transmission part and a 2nd transmission part with a straight line. It is a figure which shows 1st Embodiment of the carrier which concerns on this invention, and is a perspective view of a carrier. It is a figure which shows 1st Embodiment of the carrier which concerns on this invention, and is a front view of a carrier. It is a figure which shows 1st Embodiment of the carrier which concerns on this invention, and is AA direction arrow sectional drawing of FIG. It is a figure which shows 1st Embodiment of the carrier which concerns on this invention, and is a perspective view of a 1st pinion gear and a 1st pinion shaft. It is a figure which shows 2nd Embodiment of the carrier which concerns on this invention, and is a skeleton diagram of an automatic transmission. It is a figure which shows 2nd Embodiment of the carrier which concerns on this invention, and is a collinear chart of gear shifting.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
First, the configuration of the first embodiment will be described. The first embodiment shows an example in which the planetary gear device having the carrier of the present invention is applied to an automatic transmission. This planetary gear device may be applied to an automatic transmission provided in a CVT, an automatic transmission provided in a hybrid vehicle, or the like.

  In FIG. 1, an automatic transmission 10 is for horizontal installation of an FF vehicle or the like, and the output of an engine 1 that is an internal combustion engine is a torque converter 2 that functions as a fluid transmission device, an automatic transmission 10, It is transmitted to the left and right drive wheels via a dynamic gear device, a pair of axles and the like.

  The torque converter 2 is connected to the housing case 26 via a pump impeller 2p connected to the crankshaft of the engine 1, a turbine impeller 2t connected to the input shaft 22 of the automatic transmission 10, and a one-way clutch 2c. A stator impeller 2s is provided to transmit power through a fluid.

  A lockup clutch 3 is provided between the pump impeller 2p and the turbine impeller 2t. When the lockup clutch 3 is engaged, the pump impeller 2p and the turbine impeller 2t are integrated. It can be rotated to.

  The automatic transmission 10 includes a first transmission unit 14 mainly composed of a double pinion type first planetary gear unit 12, a single pinion type second planetary gear unit 16, and a double pinion type third planetary gear unit. The second transmission unit 20 configured mainly with 18 is coaxially provided, and the rotation of the input shaft 22 is shifted and output from the output gear 24.

  The input shaft 22 corresponds to an input member, and is composed of a turbine shaft of a torque converter 2 that is rotationally driven by the engine 1. An output gear 24 corresponds to an output member, and is connected via a differential gear device. The left and right drive wheels are driven to rotate.

  The automatic transmission 10 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The first planetary gear unit 12 constituting the first transmission unit 14 includes three rotating elements, a sun gear S1, a carrier CA1, and a ring gear R1, and the sun gear S1 is connected to the input shaft 22 and is driven to rotate. At the same time, the carrier CA1 is fixed to the housing case 26 through the third brake B3 so as not to rotate, whereby the ring gear R1 is decelerated and rotated with respect to the input shaft 22 as an intermediate output member.

  Further, the carrier CA1 corresponds to the carrier of the present invention, and this carrier CA1 is rotatable around the axial direction of the sun gear S1 on the outer periphery of the first pinion gear P1 that meshes only with the sun gear S1. Are provided with a ring gear R1 and a second pinion gear P2 meshing with the first pinion gear P1. The configuration of the carrier CA1 will be described later.

In addition, the second planetary gear device 16 and the third planetary gear device 18 constituting the second transmission unit 20 are partially connected to each other to constitute four rotating elements RM1 to RM4.
Specifically, the first rotating element RM1 is configured by the sun gear S3 of the third planetary gear unit 18, and the ring gear R2 of the second planetary gear unit 16 and the ring gear R3 of the third planetary gear unit 18 are connected to each other to form the second planetary gear unit 18. The rotating element RM2 is configured, and the carrier CA2 of the second planetary gear unit 16 and the carrier CA3 of the third planetary gear unit 18 are connected to each other to configure the third rotating element RM3. The sun gear S2 of the second planetary gear unit 16 A fourth rotation element RM4 is configured.

  In the second planetary gear device 16 and the third planetary gear device 18, the carrier CA2 and the carrier CA3 are constituted by a common member, and the ring gear R2 and the ring gear R3 are constituted by a common member.

  Further, the carriers CA2 and CA3 include a pinion gear P3 that meshes with the sun gear S3 and a pinion gear P4 that meshes with the ring gear R2 and the sun gear S2. The pinion gears P3 and P4 may be composed of a common member, or may be composed of a short pinion gear and a long pinion gear. However, the pinion gears P3 and P4 are not meshed with each other.

  Further, the first rotating element RM1 (sun gear S3) is selectively connected to the housing case 26 by the first brake B1 and stopped, and the second rotating element RM2 (ring gears R2, R3) is connected to the second brake B2. Is selectively connected to the housing case 26 and stopped.

  The fourth rotating element RM4 (sun gear S2) is selectively connected to the input shaft 22 via the first clutch C1, and the second rotating element RM2 (ring gears R2, R3) is connected via the second clutch C2. The first rotating element RM1 (sun gear S3) is selectively connected to the input shaft 22 and is integrally connected to the ring gear R1 of the first planetary gear device 12 as an intermediate output member, and the third rotating element RM3 (carrier CA2). , CA3) are integrally connected to the output gear 24 to output rotation.

  The first brake B1 to the third brake B3, the first clutch C1, and the second clutch C2 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder. Between the second rotating element RM2 and the housing case 26, there is a second one-way clutch F that prevents the reverse rotation while allowing the second rotating element RM2 to rotate forward (the same rotational direction as the input shaft 22). It is provided in parallel with the brake B2.

  FIG. 3 is a collinear diagram that can represent the rotational speeds of the rotating elements of the first transmission unit 14 and the second transmission unit 20 with straight lines. The lower horizontal line is the rotational speed “0”, and The horizontal line is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 22.

  Further, each vertical line of the first transmission unit 14 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and the distance between them is the gear ratio of the first planetary gear unit 12 (= the number of teeth of the sun gear / It is determined according to the number of ring gear teeth) ρ1.

  The four vertical lines of the second transmission unit 20 indicate the first rotation element RM1 (sun gear S3), the second rotation element RM2 (ring gears R2, R3), and the third rotation element RM3 (carrier) in order from the left end to the right end. CA2, CA3) and the fourth rotation element RM4 (sun gear S2), and the distance between them is determined according to the gear ratio ρ2 of the second planetary gear device 16 and the gear ratio ρ3 of the third planetary gear device 18.

  As apparent from the collinear diagram shown in FIG. 3, the first clutch C1 and the second brake B2 are engaged, and the fourth rotating element RM4 is rotated integrally with the input shaft 22, and the second rotating element When the rotation of RM2 is stopped, the third rotation element RM3 connected to the output gear 24 is rotated at the rotation speed indicated by “1st” shown in FIG. 2 and the first gear stage “1st” having the largest gear ratio is obtained. Is established.

  When the first clutch C1 and the first brake B1 are engaged, the fourth rotating element RM4 is rotated integrally with the input shaft 22, and the first rotating element RM1 is stopped from rotating, the third rotating element RM3 is The second speed stage “2nd”, which is rotated at the rotational speed indicated by “2nd” and has a smaller speed ratio than the first speed stage “1st”, is established.

  When the first clutch C1 and the third brake B3 are engaged, the fourth rotation element RM4 is rotated integrally with the input shaft 22, and the first rotation element RM1 is rotated at a reduced speed via the first transmission unit 14. The third rotation element RM3 is rotated at the rotation speed indicated by “3rd”, and the third speed “3rd” having a smaller gear ratio than the second speed “2nd” is established.

  When the first clutch C1 and the second clutch C2 are engaged and the second transmission unit 20 is rotated integrally with the input shaft 22, the third rotation element RM3 has a rotational speed indicated by “4th”, that is, an input. The fourth speed “4th”, which is rotated at the same rotational speed as the shaft 22 and has a smaller speed ratio than the third speed “3rd”, is established. The gear ratio of the fourth gear stage “4th” is 1.

  Further, the second clutch C2 and the third brake B3 are engaged, the second rotation element RM2 is rotated integrally with the input shaft 22, and the first rotation element RM1 is rotated at a reduced speed via the first transmission unit 14. Then, the third rotation element RM3 is rotated at the rotation speed indicated by “5th”, and the fifth shift stage “5th” having a smaller gear ratio than the fourth shift stage “4th” is established.

  When the second clutch C2 and the first brake B1 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 22, and the first rotating element RM1 is stopped from rotating, the third rotating element RM3 is The sixth speed “6th”, which is rotated at the rotational speed indicated by “6th” and has a smaller gear ratio than the fifth speed “5th”, is established.

  Further, when the second brake B2 and the third brake B3 are engaged, the rotation of the second rotation element RM2 is stopped and the first rotation element RM1 is decelerated and rotated via the first transmission unit 14, The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev”, and the reverse shift stage “Rev” is established.

The operation table shown in FIG. 2 is a summary of the relationship between each shift stage of the automatic transmission 10 and the operation states of the clutches C1, C2 and the brakes B1 to B3. “O” indicates engagement, “◎” indicates The engagement is expressed only during engine braking.
Since the one-way clutch F is provided in parallel to the brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the brake B2 at the time of start (acceleration).
Further, the gear ratio of each gear stage is appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18.

  4 and 5, the carrier CA <b> 1 includes a disk-shaped first carrier plate 31 and a disk-shaped second carrier plate 32. A cylindrical first pinion shaft 33 and a cylindrical second pinion shaft 34 are interposed between the first carrier plate 31 and the second carrier plate 32, and the first pinion shaft 33 is attached to the first pinion shaft 33. The first pinion gear P1 is rotatably supported via a bearing 35 such as a needle bearing, and the second pinion gear P2 is rotatable on the second pinion shaft 34 via a bearing 36 such as a needle bearing. It is supported by.

  Further, three bridge portions 37a to 37c are provided outside the second carrier plate 32 in the radial direction, and the bridge portions 37a to 37c are joined to the first carrier plate 31 by brazing or the like. Thus, the first carrier plate 31 and the second carrier plate 32 face each other with a certain distance so as to sandwich the first pinion gear P1 and the second pinion gear P2, and the first carrier plate 31 and the first carrier plate 31 Two carrier plates 32 are integrated.

  In addition, openings 31a and 32a are formed radially inward of the first carrier plate 31 and the second carrier plate 32, and the input shaft 22 is inserted through the openings 31a and 32a. The sun gear S1 attached to the input shaft 22 is positioned between the first carrier plate 31 and the second carrier plate 32, and the sun gear S1 is engaged with the first pinion gear P1.

  On the other hand, both end portions of the second pinion shaft 34 are inserted into shaft holes 31b formed in the first carrier plate 31 and the second carrier plate 32 and long grooves 31c and 32c described later, respectively. The carrier plate 31 and the second carrier plate 32 are attached.

  As shown in FIGS. 4 to 6, the first carrier plate 31 and the second carrier plate 32 are provided with long grooves 31c and 32c. The long grooves 31c and 32c are formed on the first carrier plate. 31 and the second carrier plate 32 are curved and extend in the radial direction.

Both ends of the first pinion shaft 33 are slidably fitted in the long grooves 31c and 32c, and the first pinion shaft 33 is radiated from the first carrier plate 31 and the second carrier plate 32. It is slidable in an arc along the direction.
Here, the long grooves 31c and 32c extend in the radial direction of the first carrier plate 31 and the second carrier plate 32 in a state where the first pinion gear P1 is engaged with the second pinion gear P2. This is because the first carrier plate 31 and the second carrier plate 32 move in an arc shape along the radial direction.

Further, as shown in FIG. 7, curved end portions 33a having the same curved surface as the long grooves 31c and 32c are formed at both ends of the first pinion shaft 33, and the curved surface portions 33a are fitted into the long grooves 31c and 32c. By combining, it is possible to prevent the first pinion shaft 33 from being rotated around by the first pinion gear P1 that rotates at a high speed.
A coil spring 39 as an urging member is interposed between the radially outer ends of the long grooves 31 c and 32 c and the first pinion shaft 33. The first pinion shaft 33 is inserted into the first pinion shaft 33 by the coil spring 39. The first carrier plate 31 and the second carrier plate 32 are biased radially inward. For this reason, the first pinion gear P1 is meshed with the sun gear S1.

Further, when the carrier CA1 is excessively rotated, that is, when the carrier CA1 is rotated at a certain rotational speed or more, the first pinion shaft 33 is coiled by the centrifugal force acting on the first pinion gear P1. The first pinion shaft 33 moves in an arc shape radially outward of the first carrier plate 31 and the second carrier plate 32 along the long grooves 31c and 32c against the urging force of 39. Yes.
At this time, the first pinion gear P1 is separated from the sun gear S1. Therefore, the coil spring 39 according to the present embodiment causes the first pinion shaft 33 to move within the radial direction of the first carrier plate 31 and the second carrier plate 32 when the carrier CA1 rotates at a certain rotational speed. The spring constant is set so that the first pinion gear P1 can be engaged with the sun gear S1.

The first pinion shaft 33 has protrusions 33b formed on portions excluding the curved surface portions 33a at both ends, and protrusions 40 are formed on the radially outer ends of the long grooves 31c and 32c. The protrusion 33b and the protrusion 40 are inserted into both end portions of the coil spring 39, whereby the coil spring 39 is prevented from coming out of the long grooves 31c and 32c.
As shown in FIG. 6, an oil passage 42 is provided in the first pinion shaft 33, and lubricating oil is supplied to the bearing 35 through the oil passage 42. The second pinion shaft 34 is also formed with an oil passage similar to the oil passage 42.

In the present embodiment, when driving force is transmitted from sun gear S1 to carrier CA1 through first pinion gear P1 and second pinion gear P2, carrier CA1 rotates at a high speed.
At this time, when the carrier CA1 is excessively rotated for some reason, a large centrifugal force is applied to the first pinion gear P1.

  In the present embodiment, the first carrier plate 31 and the second carrier plate 32 are arranged so that the first carrier plate 31 and the second carrier plate 32 support the first pinion shaft 33 slidably. The first pinion shaft 33 has long grooves 31c and 32c that are curved and extend in the radial direction, and a coil spring 39 is provided between the radial outer ends of the long grooves 31c and 32c and the first pinion shaft 33. Is urged radially inward of the first carrier plate 31 and the second carrier plate 32, so that the first pinion shaft 33 resists the urging force of the coil spring 39 in the long grooves 31c and 32c. The first carrier plate 31 and the second carrier plate 32 move in an arc shape outward in the radial direction.

  For this reason, the first pinion gear P1 is separated from the sun gear S1, power is not transmitted between the sun gear S1 and the carrier CA1 via the first pinion gear P1, and the carrier CA1 is decelerated.

  For this reason, it is possible to prevent the carrier CA1 from over-rotating and to prevent an excessive centrifugal force from being generated in the first pinion gear P1 and the second pinion gear P2. Therefore, an excessive load is prevented from being applied to the first pinion shaft 33 and the second pinion shaft 34 attached to the first carrier plate 31 and the second carrier plate 32, and the first pinion It is possible to prevent the first carrier plate 31 and the second carrier plate 32 that support the shaft 33 and the second pinion shaft 34 from being cracked.

  Therefore, it is not necessary to increase the strength of the first carrier plate 31 and the second carrier plate 32, thereby preventing the weight of the carrier CA1 from increasing and the manufacturing cost of the carrier CA1 from increasing. Can do.

  In addition, when the driving force is transmitted from the ring gear R1 to the carrier CA1 via the second pinion gear P2 and the carrier CA1 rotates at a high speed, the first pinion gear is also generated when the carrier CA1 is excessively rotated for some reason. Since a large centrifugal force is applied to P1, the first pinion shaft 33 is moved in an arc shape outwardly in the radial direction of the first carrier plate 31 and the second carrier plate 32 along the long grooves 31c and 32c by the coil spring 39. To do.

  Therefore, the first pinion gear P1 is separated from the sun gear S1, and power is not transmitted from the ring gear R1 to the sun gear S1 via the second pinion gear P2 and the first pinion gear P1, so that the second pinion gear P2 rotates. As a result, the carrier CA1 is decelerated and over-rotation of the carrier CA1 is prevented as described above.

  Further, during the normal rotation of the carrier CA1, the first pinion shaft 33 is urged inward in the radial direction of the first carrier plate 31 and the second carrier plate 32 by the coil spring 39, so that the first pinion gear P1 can be reliably meshed with the sun gear S1, power can be reliably transmitted from the sun gear S1 to the carrier CA1 via the first pinion gear P1, and the carrier can be transmitted from the ring gear R via the second pinion gear P2. Power can be reliably transmitted to CA1.

  Further, in the present embodiment, since the carrier CA1 can be prevented from over-rotating, an excessive centrifugal force is generated in the first pinion gear P1 and the second pinion gear P2, and the bearings 35, 36 and the first pinion It is possible to prevent the shaft 33 and the second pinion shaft 34 from being damaged.

(Second Embodiment)
In the second embodiment of the carrier of the present invention, since the configuration of the carrier CA1 is the same as that of the first embodiment, the carrier CA1 will be described with reference to FIGS.
In FIG. 8, the automatic transmission 51 is used both horizontally for an FF vehicle or the like and vertically for an FR vehicle or the like. The automatic transmission 51 is configured mainly by a double pinion type first planetary gear device 52. A transmission unit 53; a second transmission unit 57 mainly composed of a double pinion type second planetary gear unit 54, a single pinion type third planetary gear unit 55, and a single pinion type fourth planetary gear unit 56; The rotation of the input shaft 58 is shifted and output from the output gear 59.

  The input shaft 58 corresponds to an input member and is a turbine shaft of the torque converter 60. The rotation is input from the crankshaft 61 of the internal combustion engine as the driving source for traveling through the torque converter 60, while the output gear 59 is provided. Corresponds to an output member, and rotationally drives the left and right drive wheels via a differential gear device or the like.

  The automatic transmission 51 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG. The same applies to the following embodiments.

  The carrier CA1 of the first planetary gear unit 52 constituting the first transmission unit 53 is connected to the input shaft 58 and is driven to rotate. The sun gear S1 is fixed to the housing case 62 so as not to rotate, and the ring gear R1 is The intermediate output member is decelerated and rotated with respect to the input shaft 58 and is output to the second transmission unit 57.

  In the present embodiment, the carrier CA1 corresponds to the carrier of the present invention. The carrier CA1 includes a first pinion gear P1 that meshes only with the sun gear S1, and the axial direction of the sun gear S1 on the outer periphery of the sun gear S1. A ring gear R1 and a second pinion gear P2 meshing with the first pinion gear P1 are provided.

  The configuration of the carrier CA1 is the same as that in FIGS. 4 to 7 of the first embodiment. However, in the carrier CA1 of the present embodiment, the first carrier plate 31 and the second carrier plate 32 and the input shaft 58 are integrally provided, and the carrier CA1 rotates integrally with the input shaft 58. In addition, the sun gear S1 is inserted between the first carrier plate 31 and the second carrier plate 32 through the opening 31a or the opening 32a, and the sun gear S1 is engaged with the first pinion gear P1.

  In the present embodiment, the path for directly outputting the rotation of the input shaft 58 from the carrier CA1 to the second transmission unit 57 is the first intermediate output path PA1 for outputting at a predetermined fixed speed ratio, and from the input shaft 58. The rotation of the input shaft 58 is performed at a gear ratio greater than that of the first intermediate output path PA1 through the carrier CA1, the pinion gear disposed on the carrier CA1 and the ring gear R1 serving as an intermediate output member. Is a second intermediate output path PA2 that decelerates and outputs the output.

  The second planetary gear unit 54, the third planetary gear unit 55, and the fourth planetary gear unit 56 constituting the second transmission unit 57 are partially connected to each other to thereby provide five rotating elements RM1 to RM5. Is configured.

  Specifically, the sun gear S2 of the second planetary gear device 54 and the sun gear S4 of the fourth planetary gear device 56 are connected to each other to form the first rotating element RM1, and the second gear is constituted by the ring gear R3 of the third planetary gear device 55. The rotating element RM2 is configured, and the ring gear R2 of the second planetary gear unit 54, the carrier CA3 of the third planetary gear unit 55, and the carrier CA4 of the fourth planetary gear unit 56 are connected to each other to configure the third rotating element RM3. The sun gear S3 of the third planetary gear unit 55 and the ring gear R4 of the fourth planetary gear unit 56 are connected to each other to form a fourth rotating element RM4. The fifth rotating element RM5 is formed by the carrier CA2 of the second planetary gear unit 54. It is configured.

  The first rotating element RM1 (sun gears S2 and S4) is selectively connected to the housing case 62 by the first brake B1 to stop rotating, and the second rotating element RM2 (ring gear R3) is connected to the second brake B2. The fifth rotation element RM5 (carrier CA2) is selectively coupled to the housing case 62 by the rotation of the housing case 62, and the fifth rotation element RM5 (carrier CA2) is connected to the ring gear R1 of the first planetary gear device 52, which is an intermediate output member, via the first clutch C1. 2 is selectively connected to the intermediate output path PA2.

  The first rotating element RM1 (sun gears S2, S4) is also selectively connected to the ring gear R1, that is, the second intermediate output path PA2, via the second clutch C2, and the second rotating element RM2 (ring gear R3). Are selectively coupled to the input shaft 58, that is, the first intermediate output path PA1, via the third clutch C3.

  The third rotation element RM3 (ring gear R2 and carriers CA3 and CA4) is selectively connected to the input shaft 58, that is, the first intermediate output path PA1 via the fourth clutch C4, and the fourth rotation element RM4 ( The sun gear S3 and the ring gear R4) are integrally connected to the output gear 59 to output rotation. The first brake B1, the second brake B2, and the first clutch C1 to the fourth clutch C4 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder.

The operation table of FIG. 9 summarizes the relationship between the respective gear speeds and the operation states of the clutches C1 to C4 and the brakes B1 and B2, where “◯” represents engagement and the blank is released.
The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 52, the second planetary gear device 54, the third planetary gear device 55, and the fourth planetary gear device 56.

  In the present embodiment having such a configuration, when the carrier CA1 rotates together with the input shaft 58, the first pinion gear P1 and the second pinion gear P2 revolve around the sun gear S1 to revolve around the ring gear R1. Driving force is transmitted.

  At this time, when the carrier CA1 is excessively rotated for some reason, a large centrifugal force is applied to the first pinion gear P1, so that the first pinion shaft 33 resists the biasing force of the coil spring 39 and the long groove 31c. , 32c, the first carrier plate 31 and the second carrier plate 32 move in an arc shape outward in the radial direction.

  Therefore, the first pinion gear P1 is separated from the sun gear S1 fixed to the housing case 62 so as not to rotate, and the power is transmitted between the sun gear S1 and the carrier CA1 via the first pinion gear P1 and the second pinion gear P2. Is not transmitted, and as a result, power is not transmitted from the second pinion gear P2 to the ring gear R2. For this reason, the ring gear R1 becomes a load and the carrier CA1 is decelerated.

  For this reason, it is possible to prevent the carrier CA1 from over-rotating and to prevent an excessive centrifugal force from being generated in the first pinion gear P1 and the second pinion gear P2, and the same effects as in the first embodiment. Can be obtained.

  Further, during the normal rotation of the carrier CA1, the first pinion shaft 33 is urged inward in the radial direction of the first carrier plate 31 and the second carrier plate 32 by the coil spring 39, so that the first pinion gear P1 can be reliably meshed with the sun gear S1, and power can be reliably transmitted from the carrier CA1 to the ring gear R1.

  The embodiment disclosed this time is illustrative in all respects and is not limited to this embodiment. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims for patent.

  As described above, the carrier according to the present invention can prevent the carrier from over-rotating, prevent the carrier weight from increasing, and prevent the carrier manufacturing cost from increasing. It is useful as a carrier or the like provided in a double pinion type planetary gear device that rotatably supports a pair of pinion gears.

31 First carrier plate 31c Long groove 32 Second carrier plate 32c Long groove 33 First pinion shaft 34 Second pinion shaft 39 Coil spring (biasing member)
S1 Sun gear CA1 Carrier R1 Ring gear P1 First pinion gear P2 Second pinion gear

Claims (1)

A first pinion gear meshing only with the sun gear, a ring gear provided on the outer periphery of the sun gear so as to be rotatable about the axial direction of the sun gear, and a second pinion gear meshing with the first pinion gear are respectively rotatable. In a carrier having a supporting first pinion shaft and a second pinion shaft,
A first carrier plate and a second carrier plate that are connected to both ends of the first pinion shaft and the second pinion shaft and are provided so as to sandwich the first pinion gear and the second pinion gear. Have
The first carrier plate and the second carrier plate are curved in a radial direction of the first carrier plate and the second carrier plate so as to slidably support the first pinion shaft. Has a long groove extending;
By providing an elastic member between the radially outer end of the long groove and the first pinion shaft, the first pinion shaft is placed radially inward of the first carrier plate and the second carrier plate. A career characterized by energizing.

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