JP2013007399A - Automatic transmission for fr vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission for an FR vehicle, which allows main components to be commonly used for a specification with a sub transmission mechanism and a specification without a sub transmission mechanism, and which is compact and low-price.SOLUTION: For a specification with a sub transmission mechanism and a specification without a sub transmission mechanism, main components such as a planetary gear device and a friction engagement element constituting a main transmission mechanism and a main hydraulic control device can be commonly used to allow an automatic transmission with a sub transmission mechanism 5 to be constituted at low cost. Further, in the specification with the sub transmission mechanism, the main hydraulic control device and a sub hydraulic control device 70 are partially overlapped with the use of step differences of a mounting surfaces 63, 64, so that the automatic transmission can be compactly constituted as compared with a case where the main hydraulic control device and the sub hydraulic control device are individually installed in a transmission case 60.

Description

  The present invention relates to an FR vehicle automatic transmission, and more particularly to an automatic transmission including a main transmission mechanism and an auxiliary transmission mechanism.

  Conventionally, various automatic transmissions for vehicles have been proposed that include a planetary gear device and a plurality of wet multi-plate frictional engagement elements, and which can be appropriately engaged and released to achieve a plurality of shift stages. Has been put to practical use. Among such automatic transmissions, a sub-transmission mechanism is provided that includes a main transmission mechanism and a sub-transmission mechanism that receives the output of the main transmission mechanism as input, and increases the number of shift stages of the main transmission mechanism by the sub-transmission mechanism. Automatic transmissions are known.

  Patent Document 1 (FIG. 1) includes a main transmission mechanism having a forward four-speed gear stage and a sub-transmission mechanism having a high and low two-speed gear stage. An automatic transmission for an FF vehicle having a stage is disclosed. In this automatic transmission, the carrier output of the planetary gear unit constituting the main transmission mechanism is input to the ring gear of the subtransmission mechanism, and the carrier of the subtransmission mechanism is connected to the output shaft. However, since the central axis of the main transmission mechanism and the central axis of the auxiliary transmission mechanism are set to be non-coaxial, hydraulic pressure is supplied to the friction engagement element of the auxiliary transmission mechanism as shown in FIG. The hydraulic control device for this purpose must be provided at a location completely different from the hydraulic control device for supplying hydraulic pressure to the friction engagement elements of the main transmission mechanism. For this reason, the specification with the auxiliary transmission mechanism not only requires a valve body for the main transmission mechanism and a valve body for the auxiliary transmission mechanism, but also has an oil pan for the main transmission mechanism and an oil pan for the auxiliary transmission mechanism separately. Therefore, parts cannot be shared, which is disadvantageous in terms of cost and occupied space.

  Patent Document 2 discloses an automatic transmission for an FR vehicle in which a main transmission mechanism and a sub-transmission mechanism are provided on the same axis. In this case, the main transmission mechanism and the sub-transmission mechanism are housed in the main transmission case and the sub-transmission case, respectively, and the main transmission case includes friction engagement elements provided in the main transmission mechanism and the sub-transmission mechanism. There is a control valve unit that produces the control hydraulic pressure. However, there is no disclosure as to how the control valve unit for the main transmission mechanism and the control valve unit for the auxiliary transmission mechanism are specifically arranged. Therefore, there is a possibility that the main parts cannot be shared between the specification with the auxiliary transmission mechanism and the specification without the auxiliary transmission mechanism, which may increase the cost.

JP 2004-225861 A Japanese Patent Laid-Open No. 2-173463

  SUMMARY OF THE INVENTION An object of the present invention is to provide a compact and inexpensive automatic transmission for an FR vehicle in which main parts can be shared between a specification with a subtransmission mechanism and a specification without a subtransmission mechanism.

  In order to achieve the above object, the present invention provides a main transmission mechanism capable of forming a plurality of shift stages, and a sub-transmission connected to the downstream side of the main transmission mechanism and coaxially to increase the number of shift stages of the main transmission mechanism. In an FR vehicle automatic transmission including a speed change mechanism, a main hydraulic pressure control device for generating a control hydraulic pressure for operating the main speed change mechanism and a sub hydraulic pressure control for generating a control hydraulic pressure for operating the sub speed change mechanism A first mounting surface and a second mounting surface of the transmission case, and a step is provided between the first mounting surface and the second mounting surface. The main hydraulic control device and the auxiliary hydraulic control device are attached to the first and second mounting surfaces, respectively, in a state where a part of the hydraulic control device and a part of the auxiliary hydraulic control device overlap each other. The main hydraulic control device and the sub hydraulic control device An automatic transmission for an FR vehicle, wherein the main hydraulic control device and the sub hydraulic control device are covered with one oil pan fixed to the transmission case. provide.

  In the present invention, since the main hydraulic control device for the main transmission mechanism and the sub hydraulic control device for the sub transmission mechanism are provided separately, the main hydraulic control device is provided for the specifications with the sub transmission mechanism and the specifications without the sub transmission mechanism. It can be shared and the cost can be reduced. Further, a step is provided on the mounting surface of the main hydraulic control device and the mounting surface of the sub hydraulic control device in the transmission case, and a part of the main hydraulic control device and a part of the sub hydraulic control device are overlapped. Since the main hydraulic control device and the auxiliary hydraulic control device are attached to the mounting surface, an increase in the installation space of the hydraulic control device can be suppressed and the arrangement can be made compact in the specification with the auxiliary transmission mechanism. Further, since the main hydraulic control device and the sub hydraulic control device are covered with one oil pan, it is possible to achieve a reduction in the number of parts and weight reduction compared to the case where individual oil pans are provided.

  As main parts commonality, for example, the main hydraulic control device can be made common except for the presence or absence of a connection hole of a connection pipe with the sub hydraulic control device. As a part of the main hydraulic control device that overlaps a part of the sub hydraulic control device, for example, there is a solenoid portion of a solenoid valve. Generally, the solenoid valve is inserted into the valve body after the valve body is fixed to the transmission case. However, the solenoid portion of the solenoid valve protrudes from the valve body to the outside. The solenoid part can be easily configured by overlapping with a part of the sub hydraulic control device.

  As described above, according to the present invention, the main parts such as the planetary gear device, the friction engagement element, and the main hydraulic control device constituting the main transmission mechanism are divided into the specifications with the auxiliary transmission mechanism and the specifications without the auxiliary transmission mechanism. An automatic transmission with an auxiliary transmission mechanism can be configured at a low cost. In addition, there is a step between the first mounting surface and the second mounting surface, and the main hydraulic control device and the sub hydraulic control device partially overlap using this step. Compared to the case where the auxiliary hydraulic control device is individually provided in the transmission case, it can be configured more compactly.

It is a skeleton figure which shows schematic structure of the automatic transmission for FR vehicles in a specification without an auxiliary transmission mechanism. It is a partial cross section side view of the automatic transmission shown in FIG. It is a principal part bottom view of the automatic transmission shown in FIG. It is a skeleton figure which shows schematic structure of the automatic transmission for FR vehicles in a specification with a subtransmission mechanism. It is a partial cross section side view of the automatic transmission shown in FIG. It is a principal part bottom view of the automatic transmission shown in FIG.

  FIG. 1 shows a schematic configuration of a four-speed automatic transmission for an FR vehicle according to the present invention. This automatic transmission 1A includes a torque converter 10 to which power is transmitted from the engine output shaft 2, and a main transmission mechanism 3 on the downstream side thereof, and does not include an auxiliary transmission mechanism. The engine power is transmitted to the input shaft (turbine shaft) 4 via the torque converter 10 and is transmitted to the output shaft 29 via the main transmission mechanism 3. The main transmission mechanism 3 is composed of three clutches C1 to C3, two brakes B1 and B2, a one-way clutch F1, a Ravigneaux type first planetary gear unit 20, and the like.

  As is known, the torque converter 10 includes a pump impeller 11 connected to the engine output shaft 2, a turbine runner 12 connected to the input shaft 4, and a stator 13. Inside the torque converter 10, a lockup clutch 14 that directly connects the engine output shaft 2 and the input shaft 4 is provided.

  A C1 clutch is provided between the input shaft 4 and the forward sun gear 21 of the first planetary gear device 20, and a B1 brake is provided between the forward sun gear 21 and the transmission case 30. A C2 clutch is provided between the input shaft 4 and the rear sun gear 23. An intermediate shaft 25 is connected to the carrier 24, and a C3 clutch is provided between the intermediate shaft 25 and the input shaft 4. Further, a B2 brake and a one-way clutch F1 are provided in parallel between the carrier 24 and the transmission case 30. Two types of pinion gears 26 and 27 are rotatably supported on the carrier 24, the forward sun gear 21 meshes with a long pinion 26 having a long shaft length, and the rear sun gear 23 is connected to a long pinion 26 via a short pinion 27 having a short shaft length. Are engaged. The ring gear 28 meshes only with the long pinion 26, and an output shaft 29 is connected to the ring gear 28. The output shaft 29 is connected to the rear wheel via a propeller shaft (not shown). Specific structures of the clutches C1 to C3, the brakes B1 and B2, the planetary gear device 20, and the like are as disclosed in, for example, Japanese Patent Application Laid-Open No. 2001-304355, and thus detailed description thereof is omitted here.

  Table 1 shows the operation of the clutches C1, C2, C3, the brakes B1, B2, and the one-way clutch F1, and realizes four forward speeds and one reverse speed. In Table 1, ● represents an operating state, and ○ represents a state operated only in the L range. The third speed is directly connected, and the fourth speed is overdrive.

  As described above, the C1 clutch is the reverse clutch that is engaged when reversing, the C2 clutch is the forward low speed clutch that is engaged at the 1st to 3rd speeds, and the C3 clutch is engaged at the 3rd and 4th speeds. The forward high speed clutch, the B1 brake is a forward brake engaged at the second speed and the fourth speed, and the B2 brake is a reverse brake engaged at the reverse.

  FIG. 2 is a partial cross-sectional side view of the automatic transmission 1A as viewed from the side of the vehicle body, and FIG. As shown in FIG. 2, a connecting shaft 28 a is splined to the rear end portion of the ring gear 28 constituting the main transmission mechanism 3, and this connecting shaft 28 a is rotatably supported by a transmission case 30 via a bearing 34. Yes. The connecting shaft 28a protrudes rearward from the transmission case 30, and its rear end is splined to the output shaft 29. The output shaft 29 is rotatably supported via a bearing 36 by a rear case 35 fixed to the rear end portion of the transmission case 30.

  A main hydraulic control device 40 for controlling the frictional engagement elements C1, C2, C3 and B1, B2 constituting the main transmission mechanism 3 is attached to a mounting surface 32 formed at the bottom of the transmission case 30 with bolts or the like. It is fixed and connected to the friction engagement elements C1 to C3, B1, and B2 through an oil passage formed inside the transmission case 30. An opening 31 for opening the attachment surface 32 to the outside is provided at the bottom of the transmission case 30, and the opening 31 is closed with an oil pan 33. The main hydraulic control device 40 is configured such that an upper side valve body 41 and a lower side valve body 42 are bolted together with a plate 43 therebetween. The lower side valve body 42 is formed to be larger than the upper side valve body 41, and a divided surface of the lower side valve body 42 is fixed to the mounting surface 32. A plurality of solenoid valves 44 to 48 are inserted in the lower side valve body 42 in the horizontal direction from the rear. Among these, the solenoid parts 44a to 46a of the three solenoid valves 44 to 46 are arranged in the recesses 42a of the valve bodies 41 and 42, respectively.

  FIG. 4 shows a schematic structure in which a sub-transmission mechanism 5 is added to the rear end portion of the main transmission mechanism 3 of the automatic transmission 1A described above to constitute a 5-speed forward automatic transmission 1B. The subtransmission mechanism 5 includes a second planetary gear unit 50, a clutch C4, a brake B3, a one-way clutch F2, and the like. The ring gear 28 that is an output member of the main transmission mechanism 3 is connected to the ring gear 51 of the second planetary gear device 50. The ring gear 51 meshes with a pinion 53 that is rotatably supported by the carrier 52, and an output shaft 54 is connected to the carrier 52. A high-speed (direct connection) clutch C4 is provided between the carrier 52 and the sun gear 55 that meshes with the pinion 53. Further, a low-speed (deceleration) brake B3 and a one-way clutch F2 are provided in parallel between the sun gear 55 and the transmission case 60. For example, at the time of upshifting from 3 to 4 speed, the brake B3 of the subtransmission mechanism 5 is released and the clutch C4 is engaged, but even if the brake B3 is released at that time, the one-way clutch until the clutch C4 is engaged Since F2 is locked, it is possible to prevent the engine from blowing up.

  Table 2 shows the operation of each friction engagement element when the auxiliary transmission mechanism 5 is added to the main transmission mechanism 3. In Table 2, by adding the auxiliary transmission mechanism 5, it is possible to realize five forward speeds and one reverse speed. In Table 2, ● indicates the operating state, and ○ indicates the operating state only in the L range.

  As described above, C4 is a high-speed clutch that directly connects the input-side ring gear 51 and the output shaft 54, and B3 is a deceleration brake that decelerates the rotation of the input-side ring gear 51 and transmits it to the output shaft 54. The deceleration brake B3 is engaged at the 1st to 3rd speeds and the reverse speed, and can increase the gear ratios of the 1st to 3rd speeds and the reverse speed when only the main transmission mechanism 3 is used (Table 1). The high speed clutch C4 is engaged at the fourth and fifth speeds.

  FIG. 5 is a partial cross-sectional side view of the automatic transmission 1B including the main transmission mechanism 3 and the auxiliary transmission mechanism 5 as viewed from the side of the vehicle body, and FIG. 6 is a bottom view of the transmission case 60 of the automatic transmission 1B. FIG. In this case, a sleeve-like connecting shaft 28b is spline-coupled to the ring gear 28 that is an output member of the main transmission mechanism 3, and the intermediate shaft 25 passes through the connecting shaft 28b. The connecting shaft 28b is rotatably supported by a transmission case 60 via a bearing 56. An input disk 57 is splined to the outer periphery of the rear end portion of the connecting shaft 28b, and the auxiliary transmission mechanism 5 is connected to the outer periphery of the input disk 57. A ring gear 51 is coupled. Therefore, the shape of the connecting shaft 28b is different from that of the connecting shaft 28a having no auxiliary transmission mechanism. The output shaft 54 coupled to the carrier 52 is rotatably supported via a bearing 58 by a rear case 67 fixed to the rear end portion of the transmission case 60.

An opening 61 that opens downward is provided at the bottom of the transmission case 60, and the opening 61 is closed by a single oil pan 62. A first mounting surface 63 and a second mounting surface 64 are formed adjacent to the front and rear of the bottom of the transmission case 60 located in the opening 61 (see FIG. 5). A main hydraulic pressure control device 40 for controlling the main transmission mechanism 3 is fixed to the first mounting surface 63 formed on the front side of the vehicle body by a bolt or the like, and on the second mounting surface 64 formed on the rear side of the vehicle body. A sub hydraulic control device 70 for controlling the sub transmission mechanism 5 is fixed by a bolt or the like. The second mounting surface 64 is formed at a position higher than the first mounting surface 63, and a step is provided between the both mounting surfaces 63 and 64. The main hydraulic control device 40 is the same as the main hydraulic control device 40 shown in FIGS. 2 and 3, and the oil in the transmission case 60 is fixed by fixing the main hydraulic control device 40 to the first mounting surface 63. The friction engagement elements C1 to C3, B1, and B2 are connected to each other through a path (not shown). By fixing the auxiliary hydraulic pressure control device 70 to the second mounting surface 64, the auxiliary hydraulic pressure control device 70 is connected to the clutch C4 and the brake B3 via oil passages 65 and 66 (see FIG. 6) formed in the transmission case 60, respectively. Thus, since the main hydraulic control device 40 and the sub hydraulic control device 70 are arranged together in one opening 61, it can be covered by one oil pan 62.

  The auxiliary hydraulic control device 70 is configured by integrally fastening an upper side valve body 71 and a lower side valve body 72 with a plate 73 interposed therebetween. The lower side valve body 72 is larger than the upper side valve body 71. The dividing surface of the lower side valve body 72 is fixed to the second mounting surface 64. A part 72 a of the lower side valve body 72 overlaps a part of the main hydraulic control device 40 by using the steps of the first and second mounting surfaces 63 and 64. Specifically, the front end portion 72 a of the valve body 72 overlaps the solenoid portions 44 a to 46 a of the solenoid valves 44 to 46 inserted into the main hydraulic control device 40. A portion indicated by hatching in FIG. 6 is an overlap portion. As described above, the main hydraulic control device 40 and the sub hydraulic control device 70 partially overlap each other, so that the hydraulic control device in the specification with the auxiliary transmission mechanism can be configured compactly as a whole. Two solenoid valves 74 and 75 are horizontally inserted into the lower side valve body 72 from both the left and right sides. These solenoid valves 74 and 75 are used to control the clutch C4 and the brake B3. Since the solenoid valves 74 and 75 are inserted into the valve body 72 from both sides in this way, the front-rear length of the auxiliary hydraulic control device 70 can be shortened and can be arranged in a small space.

  The main hydraulic control device 40 and the sub hydraulic control device 70 are connected by connecting pipes 76 and 77 (see FIG. 6), and the hydraulic pressure generated by the main hydraulic control device 40 is supplied to the sub hydraulic control device 70. Specifically, the line pressure adjusted by the main hydraulic control device 40 is supplied to the sub hydraulic control device 70 via the first pipe 76, and the lubricating pressure adjusted by the main hydraulic control device 40 is supplied to the second pipe. 77 to the auxiliary hydraulic control device 70. The sub-hydraulic control device 70 does not require a hydraulic pressure generating means such as an oil pump and a line pressure regulating means such as a regulator valve. In the case of the specification with the auxiliary speed change mechanism, the specification without the auxiliary speed change mechanism and the main hydraulic pressure control device 40 can be obtained by simply machining the connection holes 40a and 40b (see FIG. 6) of the connection pipes 76 and 77 in the main hydraulic control device 40. Can be shared. The friction engagement elements C1 to C3, B1 and B2 and the first planetary gear device 20 constituting the main transmission mechanism 3 can be shared.

  As described above, the transmission case 60 with the sub-transmission mechanism has a longer overall length than the transmission case 30 without the sub-transmission mechanism, and the oil pan 62 also has a greater length than the oil pan 33 without the sub-transmission mechanism. Since the total length is long, it is necessary to prepare according to each specification. Also, the rear case 67 has a different shape from the rear case 35 without the sub-transmission mechanism, and therefore needs to be created separately. However, the axial dimension L1 from the front end of the transmission case 60 to the rear end of the output shaft 54 is the same as the axial dimension L2 from the front end of the transmission case 30 with no auxiliary transmission mechanism to the rear end of the output shaft 29. Since it is set to dimensions, it can be mounted on the same vehicle body.

  In the above embodiment, the example of the portion of the main hydraulic control device 40 that overlaps a part of the sub hydraulic control device 70 is the solenoid portion of the solenoid valve. However, the present invention is not limited to this. Part. Further, in the above-described embodiment, an example in which the auxiliary transmission mechanism is added to the FR vehicle automatic transmission 1 </ b> A having the forward four-speed main transmission mechanism to form the forward five-speed automatic transmission 1 </ b> B has been described. By using the high-speed clutch C4 at a speed other than the fifth speed, a further multi-speed automatic transmission can be configured.

1A Automatic transmission (without auxiliary transmission mechanism)
1B Automatic transmission (with auxiliary transmission mechanism)
3 Main transmission mechanism 5 Sub transmission mechanism 10 Torque converter 20 First planetary gear unit 30 Transmission case 40 Main hydraulic control unit 50 Second planetary gear unit 60 Transmission case 63 First mounting surface 64 Second mounting surface 70 Sub hydraulic control Device C1 Reverse clutch C2 Forward low speed clutch C3 Forward high speed clutch B1 Forward brake B2 Reverse brake F1 One way clutch C4 High speed clutch B3 Deceleration brake F2 One way clutch

Claims (1)

Automatic transmission for FR vehicle comprising a main transmission mechanism capable of forming a plurality of shift stages, and a sub-transmission mechanism connected coaxially to the downstream side of the main transmission mechanism and increasing the number of shift stages of the main transmission mechanism In the machine
A main hydraulic pressure control device that generates a control hydraulic pressure for operating the main transmission mechanism and a sub hydraulic pressure control device that generates a control hydraulic pressure for operating the sub transmission mechanism include a first mounting surface of the transmission case, It can be mounted adjacent to each of the second mounting surfaces,
Providing a step in the first mounting surface and the second mounting surface;
The main hydraulic control device and the sub hydraulic control device are attached to the first and second mounting surfaces, respectively, in a state where a part of the main hydraulic control device and a part of the sub hydraulic control device are overlapped. And
The main hydraulic control device and the sub hydraulic control device are connected by a connection pipe,
An automatic transmission for an FR vehicle, wherein the main hydraulic control device and the sub hydraulic control device are covered with one oil pan fixed to the transmission case.

Images