JP2013145016A - Multistage automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To compactly arrange a multistage automatic transmission device of forward 9-speed and 1-reverse speed, comprising a main transmission device and preliminary transmission device each using two planetary gear trains.SOLUTION: A main transmission device comprising planetary gear trains 10, 20 having first, second, third, and fourth components and a clutch C3 or a brake B3 and a preliminary transmission device comprising clutches C1, C2, brakes B1, B2, and planetary gear trains 30, 40 are arranged while arranging a partition wall 100 therebetween. An output component outputting five kinds of rotations of the preliminary transmission device and the first component of the main transmission device are connected via a first connection cylindrical shaft 17. An input shaft is connected to the second component via the clutch C3. A hydraulic servo for a frictional member of the brake B3 braking the fourth component is arranged at the partition wall 100 to output the third component.

Description

The present invention relates to an automatic transmission (AT) that is an automatic transmission for a vehicle that controls a planetary gear using a hydraulic clutch and a brake, and more particularly, to a multi-speed automatic transmission with 9 forward speeds and 1 reverse speed.

As is well known, in recent years, there has been a strong demand for fuel saving of automobiles due to global environmental problems, and automatic transmissions for passenger cars have been improved from the conventional forward 4th speed (4AT) to forward 5th and 6th speed ( (5, 6AT) is being multistaged, and more than 6 forward speeds have been put into practical use. MT (Manual Transmission), which is a manual transmission for passenger cars, is normally 5 forward speeds (5 MT), and the gear ratio is obtained by dividing the forward gear ratio by the forward gear ratio by the fastest gear ratio. In the range of 4 to 5.5, the step ratio from the lowest stage to the next stage is set to 1.6 to 1.9, and the step ratio from the next stage to the highest stage is set to around 1.2. On the other hand, in 4AT, the gear width is around 4, the step ratio to the next stage of the lowest speed stage is around 1.8, and the step ratio from the next stage of the highest speed stage is around 1.4, which is wider than MT. The traction characteristics are inferior, and a torque converter having a torque amplifying action is used for the input joint to cover the difference from MT. However, the torque amplification function of the torque converter is proportional to the slip ratio and is effective at low speed stages with a large slip ratio, but is not effective at high speed stages with a small slip ratio, and not only the traction characteristics deteriorate, but also the efficiency due to slip. Deterioration makes fuel consumption worse. Therefore, the AT requires the fifth forward speed (5AT) as in the case of the MT. However, in the AT in which each gear stage cannot be used as widely as the MT, it is necessary to further increase the gear stage.

  Naturally, if the number of gears is increased to be closer to a continuously variable transmission such as CVT (Continuously Variable Transmission), and an inefficient coupling such as a torque converter is not used, the fuel efficiency is improved. The DCT (Dual Clutch Automated Mechanical Transmission), which has begun to spread in recent years, is a good example of this, but there is only one gear stage that can be prepared for gear shifting, and in the combination of a counter gear and a synchro device, it is Although the number of shift stages is limited due to the limitation of the shaft width of the transmission, which is superior in terms of efficiency, it must be said that there is less room for evolution than AT. In addition, the metal belt type CVT that has become popular in recent years has improved fuel efficiency in the driving mode mainly for slow acceleration in urban areas such as the 10-15 mode and the JC08 mode, but the transmission efficiency of the metal belt is not comparable to the planetary gear. Actually, in normal city driving, the fuel efficiency is not much different from 4AT. Not only that, the shift width is too high and the shift width is limited and must be covered with a torque converter, and in the suburbs and at high speeds, the fuel efficiency is worse than the locked-up AT. In particular, a front-wheel drive FF automatic transmission equipped with a large number of CVTs requires a simple and efficient multi-stage automatic transmission with an increased number of gears that can be used directly connected to a prime mover.

In recent years, most of multi-stage automatic transmissions of 5AT or higher that have been put into practical use have a main transmission device having two planetary gear trains composed of four components, and inputs a variable speed rotation of an input shaft to the main transmission device. It consists of a front transmission. The speed change method is a mode in which a shift is performed by restricting two rotations of the four constituent elements of the main transmission, and the rotation restriction of the two constituent elements includes the front transmission and a plurality of fastening elements. Is going on. On the other hand, the components of the plurality of planetary gear trains are not fixed, the rotation of the input shaft is always connected to the components of the planetary gear train, and the components of the planetary gear trains arranged in three or more rows are recombined. Many multi-stage transmissions that perform shifting are proposed, and some of them have been put into practical use. Some of them are excellent in that the number of planetary gear trains and fastening elements can be reduced. However, it is often difficult to achieve a compact structure because of the capacity and arrangement of the clutch. In particular, it is difficult to make a compact structure for the front-wheel drive FF system. In addition, the form of the transmission using the two planetary gear trains composed of the four constituent elements described above is changed to a form in which the rotation of the input shaft is always connected to the constituent elements of the planetary gear train and the constituent elements are recombined. However, there are more disadvantages, and as a multi-stage automatic transmission, the above-mentioned configuration using two planetary gear trains consisting of four fixed components is more suitable, especially for FF Therefore, these must be considered as the subject.

As a multi-stage automatic transmission composed of the main transmission and the front transmission, three types of systems have been put into practical use. The 6AT A type according to Patent Document 1 devised in the 1970s and the 1980s were devised. There are 6AT type B according to Patent Document 2 and 5AT type C according to Patent Document 3 devised in the 1990s. Each of the A, B, and C types is composed of three planetary gear trains and five fastening elements, and the clutch friction member is arranged on the outer periphery of the planetary gear train only by adding one planetary gear train compared to 4AT. By doing so, the same axial length as 4AT can be secured. Also, for any of A, B, and C types, the input shaft rotation or the input shaft decelerated rotation is selected as the first component on the main drive side of the four components of the main transmission at the forward deceleration stage. However, there is a difference in the input rotation, which causes a difference in characteristics. In the forward deceleration stage, the rotation input to the first component of the main transmission is A type rotation of the input shaft, B type rotation of the input shaft, C type is rotation of the input shaft, and This is decelerated rotation. Note that in the deceleration rotation, the rotation of the input shaft is output through the front transmission.

Due to the difference in rotation input to the first component, the gear ratio is likely to swing to the high speed side in the A type 6AT, and there is a slight problem with the step value of the gear stage in the B type 6AT, but the gear ratio is generally appropriate. Therefore, the C type 5AT can appropriately take both the step value and the gear ratio of the gear position. As a result, the B type 6AT is most practically used, and SAE PAPER 2003-01-0596 (ZF), 2004-01-0651 (AISIN AW), 2004-01-0652 (AISIN AW), 2006-01. -0846 (GM), the outline of which is described. However, since the B type 6AT uses the reduced speed rotation that is output through the front transmission at all of the forward speed reduction stages, the power transmission loss of the front transmission is the highest, and the planetary planets than the A type 6AT and the C type 5AT. In addition to the reduction in gear meshing efficiency, a large decelerated torque is input to the main transmission via the clutch, so the capacity of the clutch and the planetary gear of the main transmission must be increased. However, the two planetary gear trains that can be used for the B type 6AT main transmission are limited and Ravigne planetary gears are used. However, the Ravigne planetary gears are inefficient and difficult to increase in strength. is there. The applicant of the present application points out the problems of Ravigne planetary gears in Japanese Patent Application Laid-Open No. 2010-77985, and proposes a structure that improves the strength. However, there is a limit to strength improvement. On the other hand, the A type 6AT has a mode in which only 20 to 30% of the input power is inputted to the fourth component on the passive side at the third and fifth forward speeds, and the reduced speed rotation of the input shaft is transmitted to the fourth component on the passive side. It is not necessary to increase the capacity of the planetary gear, and the meshing efficiency of the planetary gear is most improved. In addition, since the C type 5AT inputs the decelerated rotation to the first component on the main drive side only at the first speed in the forward speed, the meshing efficiency of the planetary gear is slightly worse than the A type 6AT, but the B type 6AT Will not lose. In the C type 5AT, at the first forward speed, the decelerated rotation is input to the first component on the main drive side via the brake, so that the capacity of the clutch that transmits the decelerated rotation is increased as in the B type 6AT. However, a large deceleration torque is input to the first component of the main transmission. Therefore, since the C type 5AT uses a Simpson planetary gear as the main transmission and uses the ring gear as the first component, even if a large torque is input, the tooth surface load can be reduced and power can be reduced to 2 It can be distributed to the planetary gears in a row, and there is no strength problem like the B type 6AT. However, when these three types of multi-stage transmissions are compared comprehensively, in an automatic transmission, it is prioritized that the number of forward shift stages is required to be 6 or more, so 6 stages can be achieved with the same number of configurations. A, B type 6AT leads C type 5AT one step.

Based on the A type 6AT, B type 6AT, and C type 5AT, a multistage type has been devised. Examples of practical applications include Benz's C type 7AT (forward 7 speed reverse 2 speed) described in Patent Document 4 and SAE PAPER 2004-01-0649, and Patent Document 5 and SAE PAPER 2007-01-1101. Is a Toyota B type 8AT (8 forward speed, 2 reverse speed). The C type 7AT has a reduction planetary gear added to the C type 5AT, and a larger reduction rotation is input to the ring gear, which is the first component of the Simpson planetary gear, by means of a brake. It consists of 6 fastening elements. In addition, the B type 8AT adds a clutch to the B type 6AT, inputs the rotation of the input shaft to the fourth component of the main transmission via the clutch, and further increases the decelerated rotation to the first of the Ravigne planetary gear. It is input to the sun gear as a component, and consists of three planetary gear trains and six fastening elements. Both are FR multi-stage automatic transmissions for rear wheel drive. These structures, speed diagrams, and gear ratios are presented as “B-Type TOYOTA 8AT” in FIG. 19 and “C-Type BENZ 7AT” in FIG. GEAR EFF in this figure represents the meshing efficiency of the planetary gear and is calculated by the applicant of the present application. This efficiency calculation is obtained by obtaining the power passing amounts of all gears to which power is transmitted, calculating the meshing loss of each gear, and summing them up. Although the fuel efficiency depends on the gear ratio, suppressing the meshing efficiency of the planetary gear, which deteriorates due to the multi-stage operation, is an important issue for improving the fuel efficiency. The meshing efficiency was expressed.

The gear ratio of the C type 7AT has been increased from the gear width 4.3 of the C type 5AT to 6, and the step ratio to the next speed of the lowest speed is 1.53. The step ratio from the next stage to the highest speed stage is 1.13, and an excellent transmission ratio is set by the planetary gear at the cross. On the other hand, the B type 8AT has a slightly wider gear width 6 of the B type 6AT to 6.7, and the 6AT step ratio is crossed, but the series of step ratios of each gear is different from the C type 7AT. Inferior. Further, as shown in FIGS. 19 and 21, the meshing efficiency of the B type 8AT planetary gear is good at the speed increasing stage, but is 1 to 4% lower than the C type 7AT at the first speed to the fourth speed. ing. However, despite the fact that there is one planetary gear train less than the C type 7AT, it achieves 8 forward speeds, which is one speed higher, and it is not difficult to place an additional clutch, and it has an excellent structure that is established for FF use. In this respect, it can be said that it is one step ahead of the C type 7AT. However, to achieve 8AT, it is better to widen the gear width 6.7, there is a problem in strength, and instead of the Ravigne planetary gear that can only increase up to 4 pinion planetary gears, There is also a method using two simple planetary gears and a gear width of 8. This method was proposed by the applicant of the present application in Japanese Patent Application Laid-Open No. 2008-121782 for FF, and is described as “B-Type 8AT” in FIG. 20 of the present application. However, the meshing efficiency of the planetary gear is the Ravigne planetary gear. And not much different, it will not be excellent.

The A type 6AT, which is further multi-staged, has not been put into practical use, but the applicant of the present application has proposed 7AT utilizing the good meshing efficiency of the planetary gear in Japanese Patent Laid-Open No. 2010-203536. However, the A type 7AT includes four planetary gear trains and six fastening elements, and the number of components is increased from 8AT in the same manner as the C type 7AT. However, since the planetary gear train increased by one can share the planet carrier with 6AT, there is an advantage that it can be arranged compactly for FF. As another method, if reverse rotation is input to the fourth component of the A type 6AT, 9AT (9 forward speeds and 1 reverse speed) can be achieved with 4 planetary gear trains and 6 fastening elements. Become. This structure, speed diagram, and gear ratio were presented as “A-Type 9AT” in FIG. 18 of the present application. In A type 9AT, one reverse rotation input generates three shift speeds, 1st forward speed, 3rd speed, and 9th speed, but the meshing efficiency of the planetary gear exceeding 99%, which is characteristic of A type. Goodness is worsened only at the 1st and 3rd speed stages. Nevertheless, it is better than “B-Type TOYOTA 8AT” presented in FIG. 19 and not defeated by “C-Type BENZ 7AT” presented in FIG. The gear ratio can be ideally set to 5 to 0.6, and the number of gears for overdrive may be three, which is a feasible structure. However, in this method, since a large reverse rotational torque is input to the fourth component, it is necessary to increase the strength of the planetary gear, it is difficult to make it compact for FF, and the brake at the start stage The problem is that the torque capacity of the motor must be increased.

  Patent Documents 6 and 7 devise a multi-stage transmission obtained by further evolving a C type 7AT. This eliminates the shortcomings of C type 7AT, which is one less gear stage than B type 8AT, but has one less gear, and the same four planetary gear trains as C type 7AT. 9AT (9 forward speed, 1 reverse speed) is realized with 6 fastening elements. It can be said that the C type has been multistaged up to 9AT, and has the possibility to lead the A and B types. However, there are a number of overdrive gear stages as many as four, and there is a disadvantage that the gear ratio is excessively swung to the high speed side. However, the superiority of the C type 9AT is that the brake that is engaged at the first forward speed and the reverse speed as the starting stage brakes the sun gear that is the fourth component of the main transmission located at the end of the speed diagram. Therefore, the torque capacity of the brake can be suppressed to 1.5 to 2.5 times the input shaft torque, which is smaller than the A, B type and C type 7AT. For planetary gears, the load torque increases in the order of sun gear, ring gear, and planet carrier, and in A, B type and C type 7AT, brake gear capacity is input at the first forward speed to brake the ring gear or planet carrier. Although it can be suppressed to 2 to 3 times the shaft torque, in the reverse stage, it becomes as large as about 5 times the input shaft torque. By the way, the C type 9AT has one more planetary gear and one fastening element than the A and B type 6AT, and the axial direction is inevitably longer. In Patent Documents 6 and 7, since the C type 9AT is applied to the FF, there are considerable difficulties such as arranging the planetary gear trains in the vertical direction. However, not all of the fastening elements are used as actuators with friction members that extend in the axial direction, but are partly dog clutches. It is a structure that produces. This application is capable of surpassing A type 9AT and B type 8AT, using C type 9AT with excellent characteristics for actuators with friction members, just like normal AT, for FF and FR This is a proposal to be established.

  The “C-Type ZF 9AT” presented in FIG. 22 of the present application is assumed by the applicant of the present invention from a prototype published by ZF, the applicant of Patent Documents 6 and 7, and has the same structure as Patent Document 7 The tooth number ratio, the gear ratio, and the speed diagram of each planetary gear described in FIG. 22 are created and described by the applicant of the present invention for comparison with the present patent application. Comparing “C-Type BENZ 7AT” presented in FIG. 21 with “C-Type ZF 9AT” presented in FIG. 22, in 7AT in FIG. 21, the four components of FRONT GEAR (front transmission) are In the two planetary gear trains, the two brakes (B1, B3) selectively generate two kinds of decelerating rotations and input them to the first component of the connected MAIN GEAR (main transmission). In this method, the rotation of the input shaft is input via the clutch (C1). In order to obtain the reverse, the brake (B4) is arranged in the second component of the MAIN GEAR (main transmission). On the other hand, in 9AT of FIG. 22, two clutches (C1, C2) and two brakes (B1, B2) are arranged in two planetary gear trains composed of four components of FRONT GEAR (front transmission). By fastening any two of B2), five types of forward three-speed reverse first-speed rotation and zero rotation are selectively generated, and the first component of the connected MAIN GEAR (main transmission) Input, realizing 9 forward speed and 1 reverse speed. However, although the gear ratio of the ninth forward speed to which reverse rotation is input is reduced and the meshing efficiency of the planetary gear is poor, the gear ratio is not preferable, but generally a good gear ratio that is characteristic of the C type can be realized. . In addition, the two planetary gear trains of the MAIN GEAR (main transmission) used for the “C-Type ZF 9AT” are Simpson planetary gears used from the C type 5AT, and “C-Type BENZ 7AT” It is the same thing.

Patent Document 6 discloses two planetary gear trains consisting of four components of MAIN GEAR (main transmission, main gear set) in the velocity diagram of “C-Type ZF 9AT” presented in FIG. A patent that identifies the combination of planetary gears of two planetary gear trains consisting of four components of FRONT GEAR (front transmission, front gear set), and specifies the arrangement of input / output and six fastening elements It is. Corresponding to the speed diagram of MAIN GEAR (main transmission, main gear set) of 7AT in FIG. 21 and 9AT in FIG. 22, in Patent Document 6, the first component is the sun of the third planetary gear set (P3). The gear (sun gear) and the internal gear (ring gear) of the fourth planetary gear set (P4), and the second component becomes the rib (planetary carrier) of the third planetary gear set (P3), which is the output element. The components are the internal gear (ring gear) of the third planetary gear set (P3) and the rib (planet carrier) of the fourth planetary gear set (P4), and the fourth component is of the fourth planetary gear set (P4). It becomes a sun gear. In the combination of the two planetary gear trains of this main transmission, the space between the third and fourth components is required to be 1.5 times or more that shown in FIGS. 21 and 22 in the speed diagram. There is no good gear ratio. Therefore, as shown in FIG. 6 of Patent Document 6, the gear ratio increases the step value from the first forward speed to the fourth speed, and in contrast, the step value at higher gear speeds becomes smaller. An appropriate gear ratio cannot be obtained. Note that 9AT in FIG. 22 has the brake (B3) arranged on the fourth component of the MAIN GEAR, whereas Patent Document 6 always arranged the fourth component to be fixed on the first component. The sun gear (sun gear) of the third planetary gear set (P3) and the internal gear (ring gear) of the fourth planetary gear set (P4) are connected by a clutch 49. Since the rotation of the fourth component becomes too high, this structure is adopted. However, since the torque capacity of this clutch becomes extremely large, it is necessary to make it a dog clutch that connects and disconnects by engagement of teeth as in Patent Document 6. The structure and control are regulated. Further, Patent Document 6 claims that the two planetary gear trains of the main transmission device and the front transmission device are two-story in the axial direction in order to realize compactness. A patent that makes two planetary gear trains two-story in the axial direction is in US Pat. No. 5,429,557, and it is known per se to make it two-story. In a two-story configuration, the radial direction cannot be kept compact unless the gear ratio of the ring gear and sun gear of the planetary gear on the second floor is 1.4 to 1.6, but the axial direction is made compact. It can be an effective means for FF which must be. However, with the two-story planetary gear train of Patent Document 6, a good gear ratio cannot be obtained.

Patent Document 7 is similar to Patent Document 6 in that two planetary gear trains composed of four components of MAIN GEAR (main transmission, main gear set) and FRONT GEAR (front transmission, front gear). This is a patent specifying a combination of planetary gears of two planetary gear trains consisting of four components of a set), and specifying the arrangement of input / output and six fastening elements. The combination of planetary gears of two planetary gear trains consisting of four components of FRONT GEAR (a front transmission, a front gear set) is the same as in Patent Document 6, and the “C- As shown in the velocity diagram of FRONT GEAR of “Type ZF 9AT”, the ribs (corresponding to planet carriers P3 and P4) of the first and second planetary gear sets (P1, P2) are connected, and the first planetary gear set The internal gear of (P1) (corresponding to the ring gear R3) is the second planetary gear set (
P2) is connected to a sun gear (corresponding to sun gear S4), is connected to an input shaft via a clutch (corresponding to 18, C1), and is connected to a sun gear (corresponding to sun gear S3) of the first planetary gear set (P1). Is provided with a brake (corresponding to 03, B2) and connected to the input shaft through a clutch (corresponding to 13, C2), and an internal gear (corresponding to the ring gear R4) of the second planetary gear set (P2). ) Is provided with a brake (corresponding to 05, B1). In this FRONT GEAR (front transmission, front gear set), the speed ratio of the forward 3 speed and the reverse 1 speed is similar to the 3AT that has been put into practical use, and the conventional 3AT planetary gear train is used. However, Patent Documents 6 and 7 claim the planetary gear train described above, which is different from the conventional 3AT that has been put to practical use. Certainly, the planetary gear train used in the FRONT GEAR of Patent Documents 6 and 7 has good meshing efficiency, and the gear ratio between the internal gear and the sun gear of the second planetary gear set (P2) is around 1.5, The two planetary gear sets (P2) are placed on the first planetary gear set (P1) to form a two-story structure, and the axial direction can be compact. In addition, since power is input to the ring gear and sun gear having large diameters, the load on the tooth surface is reduced, and the tooth width can be shortened and compactly arranged. However, the arrangement of the two clutches and the two brakes is also an important factor for determining the compactness. Therefore, it is not always necessary to make the planetary gear train two stories to make the axial direction compact. Don't be. For this reason, in Patent Documents 6 and 7, one clutch (corresponding to C1) is compacted as a dog clutch that does not require a friction member.

  In Patent Document 7, a combination of planetary gears of two planetary gear trains composed of four types of four components on a MAIN GEAR (main transmission, main gear set) is arranged in a normal planetary gear train. As with, they are arranged side by side in the axial direction and claimed. Among these four types, the Ravigne planetary gear that outputs the ring gear shown in FIG. 7 is the third and fourth components in the velocity diagram, contrary to the two planetary gear trains of Patent Document 6. The gap between them cannot be long, and a good gear ratio cannot be obtained. In the C type 9AT, a large torque for decelerating rotation larger than that in the B type 8AT is input to the first component of the main transmission, and thus the planetary gear train must be strengthened. Therefore, the Ravigneaux planetary gear that outputs the planet carrier of FIG. 6 having difficulty in strength is also not suitable for the C type 9AT. The most suitable planetary gear train in terms of strength is the Simpson planetary gear used in the BENZ C type 7AT. Patent Document 7 claims three types of Simpson planetary gear systems in FIGS. Among them, FIG. 1 has the same planetary gear train arrangement as the “C-Type ZF 9AT” presented in FIG. However, in the C type 9AT, there are four overdrive gear stages that are higher than the rotation of the input shaft, from forward 6th to 9th gear, and in the Simpson planetary gear, two planetary gears mesh with each other. Engagement efficiency deteriorates. In addition, since the power is accelerated and then decelerated, a loss due to high rotation that does not appear in the meshing efficiency calculation occurs. The meshing efficiency at these four stages is the combination shown in FIG. 5 in which the planetary carrier and the ring gear are connected to each other. However, since a large torque is applied to the sun gear at the first forward speed, there is a countermeasure against strength. Necessary. Moreover, in patent document 7, in addition to using a dog clutch for the clutch (18, C1) of the front transmission, a brake (corresponding to 18, B3) that brakes the fourth component of the main transmission is used. The dog clutch is also used. When the dog clutch is used, it is compact and the friction loss of the friction member is reduced. However, the dog clutch must be engaged in synchronism with the rotation of the engaging element, which limits the speed change and is disadvantageous for the automatic speed change.

  The patent of the present application uses a planetary gear train different from the two planetary gear trains of the front transmission used in Patent Documents 6 and 7, and the front transmission is changed so that the transmission can be made compact without using a dog clutch. The arrangement of the two planetary gear trains and the six fastening elements of the device and the main transmission is devised. The two planetary gear trains used in the main transmission are the Simpson planetary gears shown in FIGS. 1 to 3 used in Patent Document 7, and the planetary carriers and ring gears shown in FIG. In addition to the two combined combinations, combinations not used in Patent Documents 6 and 7 have also been proposed. Further, what should be characteristic of the patent of the present application is that a device replacing the torque converter is prepared as a starting device. The Ravigne planetary gear can be applied to any of the A, B, and C types because the ring gear and the planet carrier can be output on either the left or right side in the axial direction, and has the advantage that it can be compactly arranged to share the planet carrier. However, the use of a double planetary gear deteriorates the efficiency and has a problem in strength, so it was not applied in the present application.

A torque converter is used as a starting device in an AT of 6 or more forward speeds for a passenger car that has been put into practical use. This torque converter is provided with a simple lock-up clutch that uses the internal pressure of the torus for fastening. In addition to poor response at the time of fastening, there is a problem that the torque converter cannot be fastened during reverse driving. Therefore, the C type 5AT and 7AT use a lock-up clutch having a hydraulic chamber independent of the torque converter for the first time for passenger cars. In the present application, a structure having a lock-up clutch that is compact in spite of having an independent hydraulic chamber proposed by the present applicant in Japanese Patent Application Laid-Open No. 2008-196660 was applied. However, since the traction force can be sufficiently secured in the AT of forward 6th speed or higher, a torque converter having a torque amplifying function is not necessarily required as a starting device. Moreover, in the C type 9AT, the gear width at the forward shift speed is 8 to 10, and the torque converter becomes excessive quality. Therefore, it is necessary to prepare a starting device that can be replaced with a torque converter. In particular, the FF 9AT has one more planetary gear train and one fastening element than the 6AT, so it is inevitable that the shaft width of the transmission increases, and it is necessary to eliminate the torque converter that increases the shaft width. If a fluid coupling without a wheel stator is used in place of the torque converter, the shaft width can be reduced by 20% compared to the torque converter, so that it can be an effective starting device for the 9AT for FF. As an advanced AT, in “C-Type BENZ 7AT”, a system using a wet clutch as a starting device instead of a torque converter has been put into practical use. Although not claimed in the present application, a fluid coupling using a lock-up clutch provided with an independent hydraulic chamber has also been proposed as an embodiment. Patent Documents 6 and 7 claim that a hydraulic clutch, a dry start clutch, a wet start clutch, a magnetic powder clutch, or a centrifugal clutch is used as a start device in addition to a torque converter. However, in the system in which the starting device is provided in front of the input shaft, there is a limit to shortening in the axial direction. Furthermore, if the reduction and simplification of the axial direction are to be achieved, the input shaft needs to be directly connected to the prime mover, and the fastening element used in the transmission needs to be a starting device. Japanese Patent Application Laid-Open No. 2009-236234 proposes a system in which the same brake, which is fastened at the first forward speed and the reverse gear, is slid to form a starting device. In this system, a plurality of through holes are provided in the central circumferential part of the same diameter of the friction members arranged alternately in the brake that is fastened at the starting stage, and the brake is controlled to slide at the start, and the end of the friction member This is a proposal for supplying cooling oil from the side to the through hole. This starting device can be applied to the A and B types, but the C type 5AT and 7AT cannot be applied because the brakes to be engaged at the first forward speed and the reverse speed are different. However, it is very suitable for C type 9AT.

In the C type 9AT, since the main transmission device amplifies the transmission gear ratio of the third forward gear and the reverse first gear in the main transmission, the first forward speed and the reverse gear of the starting stage are the same as the first forward speed of the front transmission. In the reverse stage, in the “C-Type ZF 9AT” presented in FIG. 22, the same brake B1 is the engaging element. Since the reduction ratio between the first forward speed and the reverse speed of the front transmission is about half that of the A type 9AT and B type 8AT, the load torque of the brake B1 is also reduced, and the torque capacity can be reduced. If slip control is performed, the number of friction members and the pressure receiving area must be increased, and as shown in Japanese Patent Application Laid-Open No. 2009-236234, the friction member must be reliably cooled to make it easy to absorb slip energy. Since the brake capacity is about half that of A type 9AT and B type 8AT, it is easy to adopt the structure. As described above, in the C type 9AT, the torque capacity of the brake B3 that is engaged at the first forward speed and the reverse speed can be reduced as compared with the A type 9AT and the B type 8AT. Means may be used. However, since the brake B1 is more frequently connected and disconnected in gear shifting and originally requires slip control, it is appropriate to use the brake B1 as a starting device. In addition to the brake B1, the brake B2 has the highest frequency of engagement and disengagement in forward gear shifting, and must be slid to absorb the shift shock. Therefore, even if a torque converter is used as the starting device, heat absorption is performed. Therefore, it is necessary to provide a friction member having a good cooling effect.

JP 52-149562 A JP-A-4-219553 US 5,435,791 JP 2000-266138 A JP 2001-182785 A JP2011-513661 JP2011-51662A

A first object of the present invention is to provide a front transmission device including two planetary gear trains, two friction clutches and a brake, and two planetary gear trains, one friction clutch and a brake. A rear wheel whose input shaft and output shaft are coaxial by defining the arrangement and connection structure of the front transmission and the main transmission of a multi-speed automatic transmission of 9 forward speeds and 1 reverse speed comprising the main transmission system The drive FR multi-stage transmission and the front-wheel drive FF multi-stage transmission in which the input shaft and the output shaft are offset are arranged in a simple and compact structure.

A second problem of the present invention is that of a front transmission including two planetary gear trains, two friction clutches, and a brake of the 9-speed reverse 1-speed automatic transmission in the first problem. By defining the structure, the FR and FF multi-speed automatic transmission is made simple and compact.

A third subject of the present invention is a structure of a main transmission device including two planetary gear trains, one friction clutch and a brake of the multi-speed automatic transmission of nine forward speeds and one reverse speed in the first subject. Is to make the FR and FF multi-speed automatic transmission simple and compact.

The fourth problem of the present invention is that the axial length of the multi-speed automatic transmission of 9th reverse speed and 1st reverse speed, particularly the multi-speed automatic transmission for FF in the first problem, even if the torque converter is mounted, It is to be as short as a 6-speed reverse 1-speed multi-speed automatic transmission.

  The fifth problem of the present invention is that the multi-speed automatic transmission of 9th reverse speed and 1st reverse speed in the first problem is frequently engaged and disengaged in the forward shift, and needs to be slipped to absorb the shift shock. The friction members of the brake B1 and the brake B2 have a structure that absorbs heat well and has a high cooling effect, and prepare a starting device that replaces the torque converter.

The present invention according to claim 1 relates to the arrangement of the main components of the entire multi-stage automatic transmission, and is a means for solving the first problem. The four configurations A, B, C, and D are provided. A third planetary gear train (30) and a fourth planetary gear train (40) comprising elements are arranged side by side in the axial direction, and the rotation of the input shaft can be input to the component A via the first clutch (C1). The component B is an output component, the first brake (B1) is disposed on the component C to enable braking, and the rotation of the input shaft can be input to the component D via the second clutch (C2). By arranging the second brake (B2) to enable braking and selectively engaging either one of the first and second clutches (C1, C2) and the first and second brakes (B1, B2) , Component B includes direct rotation of the input shaft, two types of decelerated rotation, and A first transmission and a second planetary planet in which the first transmission, the second, the third, and the fourth component are arranged in order on the common speed diagram and the front transmission that can obtain one kind of reverse rotation and can be braked It comprises a main transmission having a gear train (10, 20), a third clutch (C3), and a third brake (B3). The output configuration of the front transmission is included in the first component of the main transmission. The elements are connected via the first connecting cylindrical shaft (17), the rotation of the input shaft can be input to the second component via the third clutch (C3), and the third brake is connected to the fourth component. (B3) is arranged to enable braking, and by selectively restricting the rotational speed of any two of the first, second, and fourth components, the third component is output to advance A multi-stage automatic transmission for obtaining 9-speed reverse 1-speed at the center of rotation of the main transmission and the front transmission At one end of the transmission case that houses the main shaft and the front transmission, and connects the input shaft to the first and second clutches (C1, C2) and at the other end excluding the output shaft. The input shaft and the third clutch (C3) are connected, and the first connecting cylindrical shaft (17) for connecting the first component of the main transmission and the output component of the front transmission is arranged around the input shaft. A partition wall (100) integrated with the transmission case is provided to separate the main transmission or the main transmission excluding the third brake (B3) and the front transmission, and the first coupling cylindrical shaft (17) The material was extended to the vicinity of the circumferential direction, and the hydraulic servo of the friction member of the third brake (B3) was arranged on the partition wall (100).

The present invention according to claim 2 relates to the arrangement of the entire components of the multi-stage automatic transmission for FF, is a means for solving the first problem, and is a main transmission excluding the third brake (B3). The device and the front transmission are arranged in the axial direction from the front of the multi-stage automatic transmission to which power is input, and are supported by the partition (100) in front of the partition (100), and the power of the main transmission is output. Output counter gear (5), the first and second planetary gear trains (10, 20) constituting the main transmission, and the third clutch (C3) are arranged behind the partition wall (100), The first and second clutches (C1, C2), the first and second brakes (B1, B2), the third and fourth planetary gear trains (30, 40), which constitute the front transmission, and the main transmission A third brake (B3) constituting the device, and an inner peripheral portion of the partition wall (100) The first clutch and the second clutch (C1, C2) disposed at the rear end of the front transmission and the third clutch (C3) disposed at the front end of the main transmission. The shaft is arranged at the center of rotation, the first connecting cylindrical shaft (17) for connecting the first component on the main transmission side and the output component on the front transmission side is arranged around the input shaft, and the first Around the one connecting cylindrical shaft (17), a second connecting cylindrical shaft (18) for connecting the fourth component on the main transmission side and the third brake (B3) on the front transmission side is arranged. did.

The present invention according to claim 3 relates to the arrangement of the entire components of the multi-stage automatic transmission for FR, and is a means for solving the first problem. The main transmission and the front transmission are First and second clutches (C1, C2) constituting a front transmission are arranged in front of the partition wall (100) in the axial direction opposite from the front of the multi-stage automatic transmission to which power is input, The second brake (B1, B2) and the third and fourth planetary gear trains (30, 40) are arranged, and the first and second planetary gear trains constituting the main transmission are arranged behind the partition wall (100). (10, 20), the third clutch (C3), the third brake (B3), and the output shaft that is coaxial with the input shaft and outputs the power of the main transmission, A third clutch (C3) disposed on the rear end of the main transmission side and passing through the inside of the inner peripheral portion and the front An input shaft connected to the first and second clutches (C1, C2) disposed at the front end on the device side is disposed at the rotation center, and the first component on the main transmission device side and the front transmission are arranged around the input shaft. A first connecting cylindrical shaft (17) for connecting the output components on the apparatus side is arranged.

The present invention according to claim 4 relates to a specific structural arrangement of the front transmission and the arrangement of the third brake (B3) of the main transmission of the multi-stage automatic transmission for FF described in claim 2. The third and fourth planetary gear trains (30, 40), which are means for solving the second problem and are composed of four components constituting the pre-speed device, are constituted by simple planetary gears, The ring gear (R4) of the fourth planetary gear train (40) is a component A, and the ring gear (R3) of the third planetary gear train (30) and the planet carrier of the fourth planetary gear train (40) are connected. The component B is the planet carrier (P3) of the third planetary gear train (30), and the component C is the sun gear (S3) of the third planetary gear train (30) and the sun gear of the fourth planetary gear train (40) ( S4) is connected to form component D, after the partition wall (100) The third brake (B3), the third planetary gear train (30), the fourth planetary gear train (40), the second clutch (C2), and the first clutch in the axial direction from the partition wall (100). (C1), the second clutch (C2) and the clutch clutch of the first clutch (C1) are shared, and the friction members of the second clutch (C2) and the first clutch (C1) are arranged in the axial direction. The second planetary gear train (40) is disposed on the radially outer peripheral side, the second brake (B2) is disposed on the radially outer peripheral side of the friction member of the second clutch (C2) and the first clutch (C1), The friction member of the third brake (B3) is disposed on the radially outer peripheral side of the three planetary gear train (30), and the first brake (B1) is disposed on the radially outer peripheral side of the friction member of the third brake (B3). , Behind the fourth planetary gear train (40), the planetary carrier of the fourth planetary gear train (40) (P4) is extended in the inner circumferential direction and connected to the first connecting cylindrical shaft (17), and the input shaft and the clutch clutch shared by the first and second clutches (C1, C2) are connected and the common clutch drum is connected. Are provided with hydraulic servos for the first and second clutches (C1, C2), and the second brake (B2) is attached to the rear end of the transmission case on the radially outer side of the first and second clutches (C1, C2). A hydraulic servo is arranged to connect the ring gear (R4) of the fourth planetary gear train (40) that engages the friction member of the first clutch (C1) on the rear side in the radial outer periphery of the fourth planetary gear train (40). The members are extended and arranged, and the friction members of the second clutch (C2) and the second brake (B2) are locked between the third planetary gear train (30) and the fourth planetary gear train (40). The connected sun gear (S3, S4) of the third and fourth planetary gear trains (30, 40) ) Are extended in the outer peripheral direction, and the planetary carrier (P3) connecting member of the third planetary gear train (30) that locks the friction member of the first brake (B1) is extended in the outer peripheral direction. In the front of the third planetary gear train (30), the connecting member of the ring gear (R3) of the third planetary gear train (30) is extended in the inner circumferential direction, and the first connected cylindrical shaft ( 17) and a second connecting cylindrical shaft (18) for engaging the friction member of the third brake (B3) is extended to the outer periphery of the third planetary gear train (30) and arranged, and the partition wall (100) The first and third brakes (B1, B3) are provided with hydraulic servos.

The present invention according to claim 5 relates to a specific structural arrangement of the front transmission of the multi-stage automatic transmission for FR according to claim 3, and is means for solving the second problem. The third and fourth planetary gear trains (30, 40) composed of four components constituting the pre-speed device are constituted by simple planetary gears, and the ring gear (R4) of the fourth planetary gear train (40). Is the component A, the ring gear (R3) of the third planetary gear train (30) and the planet carrier of the fourth planetary gear train (40) are connected to form component B, and the third planetary gear train (30) The planet carrier (P3) is a component C, the sun gear (S3) of the third planetary gear train (30) and the sun gear (S4) of the fourth planetary gear train (40) are connected to form a component D. In front of the partition wall (100), the first block is arranged in the axial direction from the partition wall (100). Key (B1) or one-way clutch (OWC), third planetary gear train (30), fourth planetary gear train (40), second clutch (C2), and first clutch (C1) , And the second clutch (C2) and the first clutch (C1) share the clutch drum, and the friction members of the second clutch (C2) and the first clutch (C1) are arranged in the axial direction to form a fourth planet. The third planetary gear is arranged on the radially outer peripheral side of the gear train (40), the second brake (B2) is disposed on the radially outer peripheral side of the friction member of the second clutch (C2) and the first clutch (C1). The friction member of the first brake (B1) is arranged on the radially outer peripheral side of the row (30), and the planet carrier (P4) of the fourth planetary gear row (40) is placed in front of the fourth planetary gear row (40). Extending in the inner circumferential direction and connecting to the first connecting cylindrical shaft (17), the input shaft and the first And the clutch clutch shared by the second clutch (C1, C2) and the hydraulic servo of the first and second clutches (C1, C2) are arranged on the common clutch drum, and the first and second clutches (C1, C2) are arranged. ) Is disposed at the front end of the transmission case on the radially outer side of the second brake (B2), and the friction member of the first clutch (C1) is disposed on the front side in the radially outer side of the fourth planetary gear train (40). The connecting member of the ring gear (R4) of the fourth planetary gear train (40) that locks is extended and arranged between the third planetary gear train (30) and the fourth planetary gear train (40). The connecting members of the sun gears (S3, S4) connected to the third and fourth planetary gear trains (30, 40) for locking the friction members of the second clutch (C2) and the second brake (B2) are arranged in the outer circumferential direction. Distribute the material and lock the friction member of the first brake (B1) The planetary carrier (P3) connecting member of the third planetary gear train (30) is arranged extending in the outer circumferential direction, and behind the third planetary gear train (30), the third planetary gear train (30) The connecting member of the ring gear (R3) is extended in the inner circumferential direction and connected to the first connecting cylindrical shaft (17), and the hydraulic servo of the first brake (B1) or the one-way clutch (OWC) is connected to the partition wall (100). ).

The present invention according to claim 6 relates to the structure of the two planetary gears of the main transmission, the third clutch (C3), and the arrangement of the input shaft and the output counter gear (5) of the multi-stage automatic transmission for FF. Thus, the first and second planetary gear trains (10, 20), which are special means for solving the fourth problem and are constituted by simple planetary gears composed of four components constituting the main transmission. Is a structure in which the second planetary gear train (20) is arranged in the longitudinal direction on the radially outer peripheral side which is the coaxial position of the first planetary gear train (10), and the sun gear ( S2) is integrally formed with the ring gear (R1) on the radially outer side of the ring gear (R1) of the first planetary gear train (10), and is connected to the first connecting cylindrical shaft (17) as a first component. The planet carrier (P1) and the second planet of the first planetary gear train (10) The planet carrier (P2) in the row (20) is connected, and can be connected to the input shaft via the third clutch (C3) as the second component, and the sun gear (S1) in the first planetary gear row (10). Is connected to the second connecting cylindrical shaft (18) as the fourth component, the ring gear (R2) of the second planetary gear train (20) is connected to the output counter gear (5) as the third component, Alternatively, the sun gear (S2) of the second planetary gear train (20) is arranged on the radially outer side of the ring gear (R1) of the first planetary gear train (10), and the first connecting cylinder is used as the first component. The third clutch is connected to the shaft (17) and the ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected as a second component. It is possible to connect to the input shaft via (C3), and the first planetary gear train (10 The sun gear (S1) is connected to the second connecting cylindrical shaft (18) as a fourth component, and the planetary carrier (P1) of the first planetary gear train (10) and the ring gear of the second planetary gear train (20). (R2) is connected to the output counter gear (5) as a third component, and in order from the partition wall (100) in the axial direction, the output counter gear (5) and the first planetary gear train in which the axial direction overlaps ( 10) and the second planetary gear train (20) and the third clutch (C3), and the counter gear of the relay shaft (7) meshing the second planetary gear train (20) with the output counter gear (5). (6) and the pinion gear integral with the relay shaft (7) and the axial clearance (X) between the large gear (8) disposed on the differential carrier of the output shaft meshing with the pinion gear.

The present invention according to claim 7 is the same as claim 6 in the structure of the two planetary gears of the main transmission, the third clutch (C3), the input shaft and the output counter gear ( 5), which is means for solving the third problem, and includes first and second planetary gear trains composed of simple planetary gears composed of four components constituting the main transmission ( 10, 20) is a structure in which the first planetary gear train (10) and the second planetary gear train (20) are arranged in the axial direction, and the ring gear (R2) of the second planetary gear train (20) is The first component is connected to the first connecting cylindrical shaft (17), and the ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected. Can be connected to the input shaft via the third clutch (C3) as the second component And connecting the sun gear (S1) of the first planetary gear train (10) and the sun gear (S2) of the second planetary gear train (20) to the second connecting cylindrical shaft (18) as a fourth component. The planet carrier (P1) of the first planetary gear train (10) is connected to the output counter gear (5) as a third component, or the sun gear (S2) of the second planetary gear train (20) is connected to the first planetary gear train (10). Connected to the first connecting cylindrical shaft (17) as one component, connecting the ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20), The second component is connectable to the input shaft via the third clutch (C3), and the sun gear (S1) of the first planetary gear train (10) is connected to the second connecting cylindrical shaft (18) as the fourth component. Connected to the planet carrier (P1) of the first planetary gear train (10) and the first The ring gear (R2) of the planetary gear train (20) is connected to the output counter gear (5) as a third component, and the output counter gear (5) and the second counter gear are connected in order from the partition wall (100) in the axial direction. The first planetary gear train (10), the second planetary gear train (20), and the third clutch (C3) are arranged, and the friction member of the third clutch (C3) is connected to the second planetary gear train (20). It was arranged on the radially outer periphery side.

The present invention according to claim 8 relates to the structure of the two planetary gears of the main transmission, the third clutch (C3), the third brake (B3), and the input / output shaft of the FR multi-stage automatic transmission. Therefore, the first and second planetary gear trains (10, 20), which are means for solving the third problem and are constituted by simple planetary gears composed of four components constituting the main transmission, The first planetary gear train (10) and the second planetary gear train (20) are arranged side by side in the axial direction, and the ring gear (R2) of the second planetary gear train (20) is used as the first component. The second component is connected to the first connecting cylindrical shaft (17) and the ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected. The first planetary gear can be connected to the input shaft via the third clutch (C3) as The sun gear (S1) of (10) and the sun gear (S2) of the second planetary gear train (20) are connected to enable braking via the third brake (B3) as the fourth component, and the first planetary gear train The planet carrier (P1) of (10) is connected to the output shaft coaxial with the input shaft as the third component, or the sun gear (S2) of the second planetary gear train (20) is the first component as the first component. 1 connected to the connecting cylindrical shaft (17), and connected to the ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) as a second component It is connectable to the input shaft via the third clutch (C3), the sun gear (S1) of the first planetary gear train (10) is brakeable via the third brake (B3) as a fourth component, 1 planetary gear train (10) planet carrier (P1) and second play The ring gear (R2) of the gear train (20) is connected, connected as a third component to an output shaft coaxial with the input shaft, and in order from the partition wall (100) in the axial direction, the third brake (B1), The first planetary gear train (10), the second planetary gear train (20), the third clutch (C3), and the output shaft are arranged, and the friction member of the third clutch (C3) is used as the second planetary gear train. (20) is arranged on the outer peripheral side in the radial direction.

The present invention according to claim 9 relates to a structure in which the heat capacity of the friction member of the first and second brakes (B1, B2) is increased to absorb the shift shock of the multi-stage automatic transmission for FF and FR. 5 is a means for solving the problem, and at least one of the first brake (B1) and the second brake (B2), a plurality of friction members arranged alternately are arranged on the central circumferential portion of the same diameter. A through hole was provided, and cooling oil was supplied to the through hole from the end side surface of the friction member.

The present invention according to claim 10 has a structure in which a fluid conduction device such as a torque converter is not used in the multi-stage automatic transmission for FF and FR, and is means for solving the fifth problem. A first clutch (C1), a first brake (B1), a first brake that is directly connected to the output shaft and the input shaft via a rotation fluctuation absorbing damper (200C) and that is engaged at the first forward speed, which is the starting speed when starting The third brake (B3) or the second clutch (C2), the first brake (B1), and the third brake (B3) that are engaged in the reverse gear are engaged except for the first brake (B1). A slip control is applied to (B1), and a plurality of through holes are provided in the central circumferential portion of the same diameter of the friction members arranged alternately in the first brakes (B1). Cooling oil was supplied.

In the configuration according to claim 1, the third planetary gear train (30) and the fourth planetary gear train (40) composed of four components A, B, C, and D are arranged side by side in the axial direction. The rotation of the input shaft can be input to the element A via the first clutch (C1), the component B can be an output component, and the first brake (B1) can be arranged on the component C to be brakeable. The rotation of the input shaft can be input to D via the second clutch (C2) and the second brake (B2) can be disposed to enable braking, and the first and second clutches (C1, C2) By selectively engaging any two of the second brakes (B1, B2), the component B obtains a direct connection rotation of the input shaft, two types of decelerating rotations, and one type of reverse rotation, and braking. On the common speed diagram with the front transmission that is possible, the first, second, third and The first and second planetary gear trains (10, 20) in which the fourth components are arranged in sequence, and a main transmission having a third clutch (C3) and a third brake (B3), The output component of the front transmission is connected to the first component of the device via the first connecting cylindrical shaft (17), and the input component of the input shaft is connected to the second component via the third clutch (C3). Rotation can be input, the third brake (B3) is arranged on the fourth component to enable braking, and the rotational speed of any two of the first, second, and fourth components is selective Is a multi-stage automatic transmission that outputs the third component and obtains nine forward speeds and one reverse speed, with an input shaft disposed at the center of rotation of the main transmission and the front transmission, At one end of the transmission case that houses the transmission and the front transmission, the input shaft and the first and second clutches (C1, C2) and the other end excluding the output shaft, the input shaft and the third clutch (C3) are connected, and the first component of the main transmission and the front transmission are arranged around the input shaft. The first connecting cylindrical shaft (17) for connecting the output components is arranged, and the main transmission or the main transmission excluding the third brake (B3) is separated from the front transmission, and is integrated with the transmission case. The partition wall (100) is provided and extended to the vicinity of the circumferential direction of the first connecting cylindrical shaft (17), and the hydraulic servo of the friction member of the third brake (B3) is disposed on the partition wall (100). Therefore, a piston having a large pressure receiving area that presses the friction member of the third brake (B3) having the largest torque transmission capacity among the clutches and brakes serving as the fastening elements can be disposed on the partition wall (100). In addition to the first brake (B The piston that presses the friction member 1) can also be arranged. Further, in the multi-stage automatic transmission for FF, the output counter gear (5) can also be arranged, so that the entire multi-stage automatic transmission becomes simple and compact. In addition, the fact that the three clutches can be arranged at both ends of the transmission case is an important factor in making it simple and compact.

In the configuration of claim 2, the main transmission and the front transmission excluding the third brake (B3) are arranged in the axial direction from the front of the multi-stage automatic transmission to which power is input, and the front of the partition wall (100). In addition, an output counter gear (5) that is pivotally supported by the partition wall (100) and outputs the power of the main transmission, first and second planetary gear trains (10, 20) constituting the main transmission, The first and second clutches (C1, C2) and the first and second brakes (B1, B2) constituting the front transmission are disposed behind the partition wall (100). The third and fourth planetary gear trains (30, 40) and the third brake (B3) constituting the main transmission are arranged, and pass through the inner periphery of the partition wall (100) so as to pass through the main transmission. A third clutch (C3) arranged at the front end on the side and a first clutch arranged at the rear end on the front transmission side An input shaft connected to the second clutch (C1, C2) is arranged at the rotation center, and a first component on the main transmission side and an output component on the front transmission side are connected around the input shaft. A second connecting the connecting cylindrical shaft (17) and connecting the fourth component on the main transmission side and the third brake (B3) on the front transmission side around the first connecting cylindrical shaft (17). Since the connecting cylindrical shaft (18) is arranged, the third brake (B3) on the main transmission side can be arranged on the front transmission side with the partition wall (100) interposed therebetween. 100), the hydraulic servo of the third brake (B3) and the first brake (B1) and the output counter gear (5) can be arranged, so that the multi-stage automatic transmission for FF becomes simple and compact.

According to the third aspect of the present invention, the main transmission and the front transmission are arranged in the axial direction opposite from the front of the multistage automatic transmission to which power is input, and the front transmission is disposed in front of the partition wall (100). The first and second clutches (C1, C2), the first and second brakes (B1, B2), and the third and fourth planetary gear trains (30, 40) constituting the partition (100) are arranged. The first and second planetary gear trains (10, 20), the third clutch (C3), the third brake (B3), and the input shaft, which constitute the main transmission, are coaxial with the input shaft and An output shaft that outputs the power of the device,
A third clutch (C3) disposed on the rear end of the main transmission and the first and second clutches (first and second clutches disposed on the front end of the front transmission) passing through the inner periphery of the partition wall (100). C1 and C2) are arranged at the center of rotation, and a first connecting cylindrical shaft for connecting the first component on the main transmission side and the output component on the front transmission side around the input shaft ( 17), the third brake (B3) can be arranged on the main transmission side of the partition wall (100), and the first brake (B1) can be arranged on the front transmission side. Therefore, the multistage automatic transmission for FR becomes simple and compact.

In the configuration according to claim 4, the third and fourth planetary gear trains (30, 40) composed of the four components constituting the pre-speed device are constituted by simple planetary gears, and the fourth planetary gear train ( The ring gear (R4) of 40) is the component A, the ring gear (R3) of the third planetary gear train (30) and the planet carrier of the fourth planetary gear train (40) are connected to form the component B, The planet carrier (P3) of the three planetary gear train (30) is a component C, and the sun gear (S3) of the third planetary gear train (30) and the sun gear (S4) of the fourth planetary gear train (40) are connected. The component D is provided behind the partition wall (100), in the axial direction from the partition wall (100), in the third brake (B3), the third planetary gear train (30), and the fourth planetary gear train ( 40), the second clutch (C2), and the first clutch (C1) The fourth planetary gear train (40) is configured by sharing the clutch drums of the second clutch (C2) and the first clutch (C1) and arranging the friction members of the second clutch (C2) and the first clutch (C1) in the axial direction. The second brake (B2) is disposed on the radially outer peripheral side of the friction member of the second clutch (C2) and the first clutch (C1), and the third planetary gear train (30) The friction member of the third brake (B3) is disposed on the radially outer peripheral side, the first brake (B1) is disposed on the radially outer peripheral side of the friction member of the third brake (B3), and the fourth planetary gear train (40 ), The planet carrier (P4) of the fourth planetary gear train (40) extends in the inner circumferential direction and is connected to the first connecting cylindrical shaft (17), and the input shaft and the first and second clutches ( C1, C2) A common clutch drum is connected and a common clutch drum is connected. The hydraulic servos of the first and second clutches (C1, C2) are arranged, and the hydraulic servo of the second brake (B2) is arranged at the rear end of the transmission case on the radially outer side of the first and second clutches (C1, C2). And a ring gear (R4) connecting member of the fourth planetary gear train (40) for engaging the friction member of the first clutch (C1) on the rear side in the radial direction outer periphery side of the fourth planetary gear train (40). A third member that extends and extends and locks the friction members of the second clutch (C2) and the second brake (B2) between the third planetary gear train (30) and the fourth planetary gear train (40). And third sun gears (S3, S4) connected to the fourth planetary gear train (30, 40) extending in the outer circumferential direction, and third members for locking the friction members of the first brake (B1). The planetary gear train (30) has a planetary carrier (P3) connecting member extending in the outer circumferential direction and arranged in the third planetary gear train (30). In front of the star gear train (30), the connecting member of the ring gear (R3) of the third planetary gear train (30) extends in the inner circumferential direction and is connected to the first connecting cylindrical shaft (17). The second connecting cylindrical shaft (18) for locking the friction member of the brake (B3) is extended to the outer periphery of the third planetary gear train (30), and the first and third brakes (100) are arranged on the partition wall (100). B1, B3) hydraulic servos are arranged, so that two clutches and three brake friction members can be arranged on the radially outer side of the so-called Simpson planetary gear, which can reduce the shaft width. The front transmission side of the multi-stage automatic transmission with the partition wall (100) interposed therebetween is extremely compact. In addition, since the friction members of the first brake (B1) and the second brake (B2) can be arranged on the inner periphery having a space in the axial direction of the transmission case, the two friction members are slid. This makes it easy to absorb heat.

In the structure of Claim 5, the 3rd and 4th planetary gear train (30, 40) which consists of four components which comprise a head speed apparatus is comprised by the simple planetary gear, and the 4th planetary gear train ( The ring gear (R4) of 40) is the component A, the ring gear (R3) of the third planetary gear train (30) and the planet carrier of the fourth planetary gear train (40) are connected to form the component B, The planet carrier (P3) of the three planetary gear train (30) is a component C, and the sun gear (S3) of the third planetary gear train (30) and the sun gear (S4) of the fourth planetary gear train (40) are connected. The first component (B1) or the one-way clutch (OWC) and the third planetary gear train (30) are arranged in the axial direction from the partition wall (100) in front of the partition wall (100). , The fourth planetary gear train (40) and the second clutch (C2 And the first clutch (C1), and the second clutch (C2) and the first clutch (C1) share the clutch drum so that the friction between the second clutch (C2) and the first clutch (C1) The members are arranged in the axial direction and arranged on the radially outer side of the fourth planetary gear train (40), and the second brake (B2) is placed on the radially outer side of the friction member of the second clutch (C2) and the first clutch (C1). ), The friction member of the first brake (B1) is arranged on the radially outer peripheral side of the third planetary gear train (30), and the fourth planetary gear train (40) is located in front of the fourth planetary gear train (40). 40) the planet carrier (P4) is extended in the inner circumferential direction and connected to the first connecting cylindrical shaft (17), and the input shaft and the clutch drum shared by the first and second clutches (C1, C2) are connected. Along with the common clutch drum, the oil of the first and second clutches (C1, C2) Servo is arranged, the hydraulic servo of the second brake (B2) is arranged at the front end of the transmission case on the radially outer side of the first and second clutches (C1, C2), and the fourth planetary gear train (40) A connecting member of the ring gear (R4) of the fourth planetary gear train (40) that locks the friction member of the first clutch (C1) is extended and arranged on the front side in the radial direction, and the third planetary gear train ( 30) and the fourth planetary gear train (40), the third and fourth planetary gear trains (30, 40) that engage the friction members of the second clutch (C2) and the second brake (B2). Of the planetary carrier (P3) of the third planetary gear train (30), in which the connecting members of the sun gears (S3, S4) are arranged extending in the outer circumferential direction and engage the friction member of the first brake (B1). The connecting member is extended and arranged in the outer peripheral direction, and the third planetary gear train (30) is behind the third planetary gear train (30). The connecting member of the ring gear (R3) of the star gear train (30) is extended in the inner circumferential direction and connected to the first connecting cylindrical shaft (17), and the hydraulic servo of the first brake (B1) is connected to the partition wall (100). Alternatively, since the one-way clutch (OWC) is arranged, the friction members of two clutches and two brakes can be arranged on the radially outer side of the so-called Simpson planetary gear that can reduce the shaft width. The front transmission side of the FR multi-stage automatic transmission with the partition wall (100) in between is compact. In addition, since the friction members of the first brake (B1) and the second brake (B2) can be disposed on the inner periphery of the transmission case or the partition wall (100) having a space in the axial direction, It becomes easy to slide the individual friction members to absorb heat generation.

In the configuration of claim 6, the first and second planetary gear trains (10, 20) configured by the simple planetary gears composed of the four components constituting the main transmission are arranged in the first planetary gear train (10 ) On the radially outer peripheral side which is the coaxial position of the second planetary gear train (20), and the sun gear (S2) of the second planetary gear train (20) is arranged in the first planetary gear train. The ring gear (R1) of (10) is integrally formed with the ring gear (R1) on the outer peripheral side in the radial direction, and is connected to the first connecting cylindrical shaft (17) as a first component, and the first planetary gear train (10 ) Planetary carrier (P1) and planetary carrier (P2) of the second planetary gear train (20) are connected to the input shaft via the third clutch (C3) as the second component. The sun gear (S1) of the planetary gear train (10) is used as the fourth component in the second series. Connected to the cylindrical shaft (18), the ring gear (R2) of the second planetary gear train (20) is connected to the output counter gear (5) as a third component, or the second planetary gear train (20). The sun gear (S2) is arranged on the radially outer side of the ring gear (R1) of the first planetary gear train (10), and is connected to the first connecting cylindrical shaft (17) as a first component, The ring gear (R1) of the planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected and connected to the input shaft through the third clutch (C3) as the second component. The sun gear (S1) of the first planetary gear train (10) is connected to the second connecting cylindrical shaft (18) as a fourth component, and the planet carrier (P1) of the first planetary gear train (10) Connecting the ring gear (R2) of the second planetary gear train (20), the third component Connected to the output counter gear (5), and in order from the partition wall (100) in the axial direction, the output counter gear (5), and the first planetary gear train (10) and the second planetary gear train (20) overlapping in the axial direction, , The third clutch (C3), the second planetary gear train (20), the counter gear (6) of the relay shaft (7) meshing with the output counter gear (5), and the relay shaft (7) Since it is arranged in the axial clearance (X) between the integral pinion gear and the large gear (8) arranged on the differential carrier of the output shaft that meshes with the pinion gear, it is large due to the reduced rotation of the front transmission. The sun gear (S2) of the second planetary gear train (20) to which torque is input becomes a two-storied large-diameter portion, the tooth load is reduced, and the pinion gear and the large gear (8) integrated with the relay shaft (7) ) Can also be avoided Therefore, the main transmission side with the partition wall (100) sandwiched is very compact, and the axial length of the FF forward 9-speed reverse 1-speed multi-speed automatic transmission is set to the forward 6-speed reverse 1-speed multi-speed automatic transmission. Can be as short as

In the configuration of the seventh aspect, the first and second planetary gear trains (10, 20) constituted by the simple planetary gears composed of the four components constituting the main transmission are the first planetary gear train (10 ) And the second planetary gear train (20) are arranged side by side in the axial direction. The ring gear (R2) of the second planetary gear train (20) is used as the first component cylindrical first shaft (17). And the ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are coupled, and the third clutch (C3) is used as the second component. To the input shaft, the sun gear (S1) of the first planetary gear train (10) and the sun gear (S2) of the second planetary gear train (20) are connected, and the second connecting cylinder is used as the fourth component. Planet carrier (P1) connected to shaft (18) and in first planetary gear train (10) , Connected to the output counter gear (5) as a third component, or the sun gear (S2) of the second planetary gear train (20) as a first component to the first connecting cylindrical shaft (17), The ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected, and the input shaft is connected via the third clutch (C3) as the second component. And the sun gear (S1) of the first planetary gear train (10) is connected to the second connecting cylindrical shaft (18) as the fourth component, and the planet carrier (P1) of the first planetary gear train (10) is connected. ) And the ring gear (R2) of the second planetary gear train (20) are connected to the output counter gear (5) as a third component, and the output counter gear (5 ), First planetary gear train (10), and second planet Since the row (20) and the third clutch (C3) are arranged, the friction member of the third clutch (C3) is arranged on the outer peripheral side in the radial direction of the second planetary gear row (20). The third clutch (C3) can be compactly arranged, and the main transmission comprising two kinds of simple planetary gear trains including a Simpson planetary gear is used as an FF forward 9-speed reverse 1-speed multi-speed automatic transmission. It can be arranged compactly without difficulty.

In the configuration according to claim 8, the first and second planetary gear trains (10, 20) composed of the four components constituting the main transmission are the first planetary gear train (10) and the second planetary gear train. The ring gear (R2) of the second planetary gear train (20) is connected to the first connecting cylindrical shaft (17) as a first component, and the first planetary gear train (20) is arranged side by side in the axial direction. The ring gear (R1) of the gear train (10) and the planet carrier (P2) of the second planetary gear train (20) can be connected and connected to the input shaft via the third clutch (C3) as a second component. By connecting the sun gear (S1) of the first planetary gear train (10) and the sun gear (S2) of the second planetary gear train (20), the fourth component can be braked via the third brake (B3). The planet carrier (P1) of the first planetary gear train (10) and the third component Connected to the output shaft coaxial with the input shaft, or the sun gear (S2) of the second planetary gear train (20) is connected to the first connecting cylindrical shaft (17) as the first component, The ring gear (R1) in the row (10) and the planet carrier (P2) in the second planetary gear row (20) are connected so that the second component can be connected to the input shaft via the third clutch (C3). The sun gear (S1) of the first planetary gear train (10) can be braked via the third brake (B3) as a fourth component, and the planetary carrier (P1) of the first planetary gear train (10) The ring gear (R2) of the two planetary gear train (20) is connected, connected as a third component to an output shaft coaxial with the input shaft, and in an axial direction from the partition wall (100), the third brake (B1) , The first planetary gear train (10), the second planetary gear train (20), The clutch (C3) and the output shaft are arranged, and the friction member of the third clutch (C3) is arranged on the radially outer peripheral side of the second planetary gear train (20). C3) can be compactly arranged, and the main transmission system consisting of two types of simple planetary gear trains including the third brake (B3) and Simpson planetary gear is used as a multi-speed automatic for 9 forward speeds and 1 reverse speed for FR. As a transmission, it can be arranged compactly without difficulty.

In the configuration according to claim 9, a plurality of through holes are provided in the central circumferential portion of the same diameter of at least one of the first brake (B1) and the second brake (B2) of the alternately arranged friction members. Since the cooling oil is supplied to the through hole from the side surface of the end portion of the friction member, the friction member that has a sufficient space in the axial direction and can increase the number of friction members and increase the heat absorption capacity can be reliably cooled.

In the configuration of the tenth aspect, the output shaft and the input shaft of the prime mover are directly connected via the rotational fluctuation absorbing damper (200C), and the first clutch (C1) that is engaged at the first forward speed that becomes the starting stage at the time of starting. ), The first brake (B1), the third brake (B3), or the second brake (C2), the first brake (B1), the third brake (B3), B1) is fastened, and the first brake (B1) is controlled to slip, and a plurality of through holes are provided in the central circumferential portion of the same diameter of the friction member alternately arranged in the first brake (B1), and friction is applied. Since the cooling oil is supplied to the through hole from the side surface of the end portion of the member, the first brake (B1), which requires a small torque capacity, is arranged on the outermost peripheral portion in the radial direction to ensure the heat generating friction member. Can be cooled, and with the prime mover By direct connection of the shaft, the FF for forward 9 speed one reverse speed of the multi-stage automatic transmission, than six forward speeds and one reverse speed of the multi-stage automatic transmission, can be disposed compactly further simple.

The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of 9AT for FF which used the C1 type planetary gear train as 2 stories in the main transmission of this invention. The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of 9AT for FF which used the C3 type planetary gear train as 2 stories in the main transmission of this invention. The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of FF and 9AT for FR which used the C2 type planetary gear train for the main transmission of this invention. The table which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of FF and 9AT for FR which used the C3 type planetary gear train for the main transmission of the present invention. FIG. 2 is a structural diagram of a two-story FF 9AT in the schematic diagram of FIG. 1. FIG. 2 is a schematic diagram of a two-story FF 9AT in which the torque converter is replaced with a fluid coupling in the schematic diagram of FIG. 1. In the schematic diagram of FIG. 1, a structural diagram of a two-story FF 9AT using a brake B1 as a starting device instead of a torque converter. FIG. 4 is a structural diagram of an FF 9AT in the schematic diagram of FIG. 3. FIG. 5 is a structural diagram of an FF 9AT in the schematic diagram of FIG. 4. In the schematic diagram of FIG. 4, the structural diagram of 9AT for FF which replaced the torque converter with the fluid coupling. In the schematic diagram of FIG. 4, it is structural drawing of 9AT for FF which used brake B1 instead of the torque converter as a starting device. FIG. 4 is a structural diagram of 9AT for FR in the schematic diagram of FIG. The detailed structure figure which shows the common front transmission apparatus in 9AT for FF of this invention. 2 is a detailed structural diagram of the main transmission of the two-story FF 9AT in the schematic diagram of FIG. FIG. 4 is a detailed structural diagram of the main transmission of the 9AT for FF in the schematic diagram of FIG. 3. The detailed structure figure of the main transmission of 9AT for FF in the schematic diagram of FIG. The positional relationship figure which shows interference with the two-story gear part in FIGS. 1, 2 and the gear of a relay shaft and an output shaft. The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of A type 9AT shown for comparison with the present invention. The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of TOYOTA B type 8AT as a conventional example. The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of B type 8AT in Unexamined-Japanese-Patent No. 2008-121782. The table which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of C type 7AT of BENZ as a conventional example. The table | surface which shows the schematic diagram, speed diagram, gear ratio, and gear meshing efficiency of C type 9AT of ZF shown as a reference example.

The present invention relates to the arrangement and structure of a multi-stage automatic transmission of 9 forward speeds and 1 reverse speed consisting of two planetary gear trains each of a front transmission and a main transmission, and six fastening elements. 4 shows a schematic diagram of 9AT according to the present invention, a speed diagram, a gear ratio, and the meshing efficiency of the planetary gear, and the specific overall structure of FF 9AT as a front wheel drive system is shown in FIG. FIG. 12 shows a specific overall structure of the FR 9AT that is shown in FIG. FIG. 13 shows a detailed structure of a front transmission that is commonly used as an FF multi-stage automatic transmission according to the present invention, and FIGS. 14 to 16 show three types of detailed structures that serve as a main transmission. In addition, since the multi-stage automatic transmission for FF is output with the input shaft offset by the counter gear, as shown in FIG. Interference with the counter gear is a problem. Therefore, the interference state is shown in FIG. Further, the three planetary gear trains constituting the main transmission of the present invention are classified by the initial letter C of C type 9AT, and indicated as C1, C2, C3 in the figure, and a torque converter and a fluid coupling as starting devices (Fluid coupling) and FIGS. 5, 6, 7, and C 3 FF structure, which are C1 FF structure diagrams, showing three types of motors directly connected using a brake and a rotational fluctuation damper 9, 10, and 11, the initials of each are shown, the torque converter is expressed as T / C, the fluid coupling (fluid coupling) is expressed as F / C, and the motor direct connection (direct) is expressed as D / R. .

  18 to 22 are reference specification diagrams of the multi-stage automatic transmission described for comparison with the present invention, and the contents are described in “Background Art” of the present application. The multi-stage automatic transmission shown in FIGS. 18 and 20 was devised by the applicant of the present application, and FIGS. FIG. 22 shows a multi-stage automatic transmission for which a patent has been applied for in Patent Documents 6 and 7 in a prototype stage that has not yet been put to practical use. The present invention is intended to improve the disadvantages of the patent structures of Patent Documents 6 and 7 while avoiding Patent Documents 6 and 7. Note that the gear ratio in FIG. 22 is assumed for comparison with the present invention, and unlike the gear ratio in the prototype stage, the GEAR EFF described in FIG. 18 to FIG. This is based on the applicant's calculation.

  GEAR EFF (meshing efficiency of planetary gears) is a total of meshing loss of planetary gears that transmit power, and is for comparing the superiority of planetary gear trains. In the simple planetary gear, the planetary pinion gear held by the planetary carrier meshes with the sun gear and the ring gear, and in the double planetary gear, the planetary pinion gear meshes with the planetary pinion gear held by the planetary carrier in addition to the planetary pinion gear. Meshing loss occurs. The meshing loss is mainly the rolling and sliding loss of the tooth surface, and is affected by the gear ratio, the module, the gear accuracy, the shift amount, and the like of the meshing gears. Therefore, since these conditions cannot be compared unless they are constant, the calculation was performed by modeling. By the way, the meshing loss between the planetary pinion gear and the ring gear is because the tooth surface of the involute curve part meshes in the same direction, so the surface pressure is low and slippage is reduced, and the planetary pinion with which the tooth surface of the involute curve part counters and meshes. It is as low as 40% of the gear and sun gear. Since the meshing loss is proportional to the passing power, the rotational speed of each gear that transmits power is obtained from the speed diagram, and the transmission torque is obtained by balancing the forces of the components of the planetary gear. The power transmission of the planetary gear train is often distributed because the planetary gear train is connected. Therefore, the ring gear receives a greater force than the sun gear in the same direction as the gear ratio of the sun gear, and the planetary carrier receives the force of adding the sun gear and the ring gear in the opposite direction. Thus, the load torque of each gear can be obtained. In this way, the loss of the gears meshed with each other is obtained, and the total meshing efficiency of the planetary gears is obtained.

Claim 1 of the present invention relates to a basic arrangement structure common to the FF and FR 9AT composed of the front transmission and the main transmission. The arrangement structure as the FF 9AT is shown in FIG. 1 to FIG. FIGS. 1 to 11 show a second aspect, and the arrangement structure of the FR 9AT is shown in FIGS. 3, 4 and 12, and the third aspect. Claim 4 relates to the structure of the front transmission used for the FF 9AT, and is shown in FIGS. 1 to 11 and FIG. 13, and claim 5 relates to the structure of the front transmission used for the FR 9AT. 3, FIG. 4, and FIG. As 9FF for FF, this invention has proposed the main transmission of 2 types of structure arrangements, and the 1st type is shown in Drawing 1, 2, 5, 6, 7, 14, and 17 as Claim 6. The other is shown in FIGS. 3, 4, 8, 9, 10, 11, and 15, 16 as claim 7. A main transmission as the 9AT for FR is shown in FIGS. 3, 4 and 12 as claim 8. The ninth aspect relates to the arrangement of the first and second brakes (B1, B2) and the structure of the friction member of the 9AT for FF and FR. FIGS. 5, 6, 7, 8, 9, 10, 11, 12, And claim 10 relates to the structure and control of the friction member of the first brake (B1) when the first brake (B1) is used as a starting device, and is directly connected to the prime mover as the 9AT for FF. 7 and 11 and the detailed structure is shown in FIG.

<C1-9AT (P1-P2, R1-S2)>
FIG. 1 shows a typical embodiment of the FF 9AT according to the present invention. Two planetary gear trains composed of first to fourth components used in a MAIN GEAR (main transmission) are shown in FIG. A planetary gear train (P1, P2), a ring gear (R1) of the first planetary gear train, and a sun gear (S2) of the second planetary gear train are connected to the C1 type (P1-P2, R1- This is specified in S2) and claim 6. This combination of the first and second planetary gear trains is not in Patent Documents 6 and 7, but is a combination unique to the present invention. In the schematic diagram of FIG. 1, a prime mover (not shown) is disposed on the left front side of the transmission, and power is input to the transmission via a torque converter. In the transmission, a MAIN GEAR (main transmission) unit and a front gear (front transmission) are arranged from the torque converter side, and a partition wall 100 is arranged therebetween.

In the MAIN GEAR (main transmission) section separated by the partition wall 100, the output counter gear, the first planetary gear train (S1, P1, R1) and the second planetary gear that overlap in the axial direction are arranged in the axial direction from the partition wall 100. A row (S2, P2, R2) and a third clutch C3 are arranged. An input shaft is disposed at the center of rotation of the MAIN GEAR (main transmission), and is connected to the third clutch C3 at the front end of the transmission case. Two connecting cylindrical shafts are arranged, and these three shafts pass through the inner periphery of the partition wall 100 and extend to a front gear (a front transmission). The second planetary gear train is arranged on the outer periphery of the first planetary gear train, and the sun gear S2 of the second planetary gear train is integrally formed on the outer periphery of the ring gear R1 of the first planetary gear train and is connected to the first connecting cylindrical shaft 17. The first and second planetary gear train planet carriers P1 and P2 are connected to the hub of the third clutch C3 to become the second component, and the first planetary gear train sun gear S1. Is connected to the second connecting cylindrical shaft as a fourth component, and the ring gear R2 of the second planetary gear train is connected to the output counter gear as a third component.

A front gear (FEAR GEAR) unit disposed at the rear of the transmission separated by the partition wall 100 includes a third brake B3 and a third planetary gear train (S3, P3, R3) in the axial direction from the partition wall 100. ), The fourth planetary gear train (S4, P4, R4), the second clutch C2, and the first clutch C1. An input shaft is arranged at the center of rotation of the front gear (front transmission), and is connected to the first and second clutches C1 and C2 at the rear end of the transmission case. A shaft 17 is arranged. Friction members of the second clutch C2 and the first clutch C1 are arranged in the axial direction on the outer peripheral side of the fourth planetary gear train, the second brake B2 is arranged on the outer peripheral side thereof, and the outer peripheral side of the third planetary gear train Is provided with the friction member of the third brake B3, and the first brake B1 is provided on the outer peripheral side thereof. The sun gears S3 and S4 of the third and fourth planetary gear trains are connected, and as the component D, the sun gears S3 and S4 are connected to the hub of the second clutch C2 and to the second brake, and to the ring gear R3 of the third planetary gear train and the second gear The planet carrier P4 of the four planetary gear train is connected to the first connecting cylindrical shaft 17 as the component B, the planet carrier P3 of the third planetary gear train is connected to the first brake B1 as the component C, and the fourth planet A ring gear R4 of the gear train is connected to the hub of the first clutch C1 as the component A. The structure of this front gear (front transmission) is not only C1 type (P1-P2, R1-S2), but also C2 type (S1-S2, R1-P2) and C3 type (P1-R2, R1) described later. -P2) Common.

  The speed diagram in FIG. 1 is divided into FRONT GEAR (front transmission) and MAIN GEAR (main transmission). The speed diagram of MAIN GEAR (main transmission) is the first, second, third, and fourth constituent elements in order from the right in the figure, and each of the gear ratios of the ring gear and sun gear of the first and second planetary gear trains The position of the component is determined, and the gear ratio is determined by this position. The positional relationship between the four components is almost the same as the speed diagram of the BENZ7AT MAIN GEAR (main transmission) shown in FIG. I can take it. In general, the ratio of the number of teeth of the ring gear and the sun gear used in AT is preferably about 1.7 to 3. However, in such a two-story structure, the size in the radial direction is limited, so that 2 The gear ratio of the ring gear and sun gear of the planetary gear train on the floor is 1.4 to 1.6, which is not established unless the gear ratio is smaller than the general gear ratio. The first floor should be small. Therefore, the combination of the planetary gear and the gear ratio (ZR1 / ZS1 = 2.467, ZR2 / ZS2 = 1.500) as shown in FIG. 1 is extremely suitable, and is a rare combination that does not exist in many cases. A large torque decelerated by FRONT GEAR (front transmission) is input to the ring gear R1 and the sun gear S2, but the tooth surface load is a value obtained by dividing the torque by the radius, and the ring gear R1 and the sun gear having a large diameter. The tooth surface load of S2 is reduced. In the speed diagram of the MAIN GEAR (main transmission) in FIG. 1, the first component of the four components is connected to the front gear (front transmission) and the first connecting cylindrical shaft 17 to restrict rotation. The second component is regulated by the rotation of the input shaft via the third clutch C3, the fourth component is braked by the third brake B3, and the third component is output. What should be noted here is the load of the third brake B3 acting on the fourth component. The fourth component is the sun gear S1, and as described in the paragraph “0047”, the load of the planetary gear is the smallest in the sun gear, and therefore the load of the third brake B3 can be small.

  The speed diagram of FRONT GEAR (front transmission) in FIG. 1 is composed of components A, B, C, and D in order from the right in the figure, and the number of teeth of the ring gear and sun gear of the third and fourth planetary gear trains. The position of each component is determined by the ratio, and the gear ratio is determined by this position. From the schematic diagram and velocity diagram of FRONT GEAR (front transmission) in FIG. 1, it can be seen that FRONT GEAR (front transmission) is the same as 3AT using conventional Simpson planetary gears. The feature of 3AT using the Simpson planetary gear is that the rotation of the input shaft is input to the ring gear R4 having a large diameter through the clutch C1 at the reduction stage, so that the tooth load is reduced and the power is two planetary gears. Since the load is reduced by being distributed in rows, the gear width can be reduced. In addition, the gear ratio between the ring gear and the sun gear is as small as ZR3 / ZS3 = 1.814 and ZR4 / ZS4 = 1.7885, and the diameters of the ring gears R3 and R4 are small. Therefore, as shown in the schematic diagram, the friction members of the first and second clutches C1 and C2 and the first, second and third brakes B1 and B2 are disposed on the outer periphery of the third and fourth planetary gear trains having a small gear width. , B3 friction members can be arranged, and the front gear (front transmission) from the partition wall 100 becomes extremely compact. In the front gear of the present invention, any planetary gear train that can realize the arrangement of the components A, B, C, and D shown in the velocity diagram can be used. Applicable in combination. The Ravigneaux planetary gear used in the conventional 3AT is naturally an applicable combination.

The speed change operation will be described with reference to the speed diagram of FIG.
<First forward speed (1st)>
In the speed diagram of the front gear (front transmission), the first clutch C1 and the first brake B1 are engaged, the rotation of the input shaft is input to the component A, the component C is braked, and the component B is The speed is reduced (a reduction ratio of 2.497), and the first component of the MAIN GEAR (main transmission) is also reduced to a reduction ratio of 2.497 via the first connecting cylindrical shaft 17. Since the fourth component is braked by the third brake B3, the rotation of the third component is further decelerated, and the gear ratio becomes 4.811. The meshing efficiency of the planetary gear train is 97.2% because the meshing efficiency of the MAIN GEAR (main transmission) is not very good. This value is good in meshing efficiency of MAIN GEAR (main transmission), but poor in front gear (FRONT GEAR). BENZ C type 7AT shown in FIG. 21 and A type that reverse rotation shown in FIG. 18 is input. Same as 9AT, 2% better than TOYOTA B type 8AT described in FIG. However, it is 1% worse than C type 9AT of ZF using Simpson planetary gear for MAIN GEAR (main transmission).
<2nd forward speed (2nd)>
In the speed diagram of FRONT GEAR (front transmission), the first clutch C1 and the second brake B2 are engaged, the rotation of the input shaft is input to the component A, the component D is braked, and the component B is The speed is reduced (reduction ratio 1.532), and the first component of the MAIN GEAR (main transmission) is also reduced to the reduction ratio 1.532 via the first connecting cylindrical shaft 17. Since the fourth component is braked by the third brake B3, the rotation of the third component is further decelerated and the gear ratio is 2.951. The meshing efficiency of the planetary gear train is 98.1% as the meshing efficiency of the FRONT GEAR (front transmission) is improved. This value is the same as that of BENZ C type 7AT and ZF C type 9AT, and 2% better than TOYOTA B type 8AT. However, it is 1% worse than the efficient A type 9AT.
<Forward 3rd speed (3rd)>
In the speed diagram of FRONT GEAR (front transmission), the first clutch C1 and the second clutch C2 are engaged, and the rotation of the input shaft remains as it is in the MAIN GEAR (main transmission) via the first connecting cylindrical shaft 17. It is transmitted to the first component. Since the fourth component is braked by the third brake B3, the rotation of the third component is decelerated and the gear ratio becomes 1.926. The meshing efficiency of the planetary gear train is 98.6% because only the meshing efficiency of the MAIN GEAR (main transmission) is 100% for FRONT GEAR (front transmission). This value is the same as that of ZF C type 9AT, and is about 1% better than A type 9AT or TOYOTA B type 8AT to which reverse rotation is input. However, it is a little worse than BENZ C type 7AT.
<4th forward speed (4th)>
No power flows through the front gear (front transmission), and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission) via the third clutch C3. Since the fourth component is braked by the third brake B3, the rotation of the third component is decelerated and the gear ratio is 1.370. Therefore, only the meshing efficiency of the MAIN GEAR (main transmission) is achieved, which is 99.0%. This value is the same as the A type 9AT, and is about 1% better than the TOYOTA B type 8AT. However, it is a little worse than the BENZ C type 7AT and ZF C type 9AT using Simpson planetary gears.
<5th forward speed>
The first clutch C1 and the second clutch C2 of the front gear (front transmission) are engaged, and the rotation of the input shaft is directly connected to the first component of the MAIN GEAR (main transmission) via the first connecting cylindrical shaft 17. At the same time, the third clutch is engaged and transmitted to the second component of the MAIN GEAR (main transmission), so that all the planetary gears are locked and the gear ratio is 1.000.
<6th forward speed (6th)>
In the speed diagram of FRONT GEAR (front transmission), the first clutch C1 and the second brake B2 are engaged, the rotation of the input shaft is input to the component A, the component D is braked, and the component B is The speed is reduced (reduction ratio 1.532), and the first component of the MAIN GEAR (main transmission) is also reduced to the reduction ratio 1.532 via the first connecting cylindrical shaft 17. Further, the third clutch C3 is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission) via the third clutch C3. The FRONT GEAR (front transmission) is the same as the second forward speed (2nd), but drives the first component at the second forward speed (2nd), while braking at the sixth forward speed (6th). , The rotation of the third component is increased, and the gear ratio becomes 0.812. In the MAIN GEAR (main transmission), since the power is transmitted only to the second planetary gear train, the meshing efficiency is improved to 99.6%. The meshing of this planetary gear is the same as the seventh forward speed (7th) of the A type 9AT and the B type 8AT of TOYOTA, and the meshing efficiency is also the same. Further, in BEIN C type 7AT and ZF C type 9AT, power is transmitted to the first and second planetary gear trains in the MAIN GEAR (main transmission), but the meshing efficiency is almost the same.
<7th forward speed (7th)>
In the speed diagram of the front gear (front transmission), the first clutch C1 and the first brake B1 are engaged, the rotation of the input shaft is input to the component A, the component C is braked, and the component B is The speed is reduced (a reduction ratio of 2.497), and the first component of the MAIN GEAR (main transmission) is also reduced to a reduction ratio of 2.497 via the first connecting cylindrical shaft 17. Similarly to the sixth forward speed (6th), the third clutch C3 is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission) via the third clutch C3. The FRONT GEAR (front transmission) is the same as the first forward speed (1st), but drives the first component at the first forward speed (1st), while braking at the seventh forward speed (7th). , The rotation of the third component is increased, and the gear ratio becomes 0.714. Since the meshing efficiency of the FRONT GEAR (front transmission) is slightly worse than the sixth forward speed (6th), the meshing efficiency is slightly worse than the sixth forward speed (6th), but it is preferably 99.3%. Further, the meshing efficiency of the BENZ C type 7AT is slightly worse and slightly better than the A type 9AT, but it is almost the same including the ZF C type 9AT.
<8th forward speed (8th)>
In the speed diagram of FRONT GEAR (front transmission), the first brake B1 and the second brake B2 are engaged, the component B is locked and fixed to the transmission housing, and the MAIN GEAR (main transmission) first One component is also fixed. Similarly to the sixth forward speed (6th), the third clutch C3 is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission) via the third clutch C3. Therefore, the rotation of the third component is increased and the gear ratio is 0.600. Since the power is transmitted only to the second planetary gear train of the MAIN GEAR (main transmission), the meshing efficiency is improved to 99.4%. The meshing of this planetary gear is the same as the forward 8th speed (8th) of A type 9AT and TOYOTA, and the meshing efficiency is also the same. Since the ZF C type 9AT transmits power to the first and second planetary gear trains of the MAIN GEAR (main transmission), the meshing efficiency is slightly deteriorated.
<9th forward speed (9th)>
In the speed diagram of FRONT GEAR (front transmission), the second clutch C2 and the first brake B1 are engaged, the rotation of the input shaft is input to the component D, the component C is braked, and the component B is The speed is reduced to the reverse rotation (reduction ratio −1.814), and the first component of the MAIN GEAR (main transmission) is also reversed at the reduction ratio −1.814 via the first connecting cylindrical shaft 17. Similarly to the sixth forward speed (6th), the third clutch C3 is engaged, and the rotation of the input shaft is directly input to the second component of the MAIN GEAR (main transmission) via the third clutch C3. Therefore, the rotation of the third component is greatly increased, and the gear ratio is 0.492. Since the FRONT GEAR (previous shift) device outputs a reverse rotation, the meshing efficiency of the planetary gear train is deteriorated to 99%. In the A type 9AT, the same power is transmitted, but the meshing efficiency is slightly improved because the reverse rotation is small. The power of the ZF C type 9AT is supplied to the first and second planetary gear trains of the MAIN GEAR (main transmission). Because it is transmitted, it gets a little worse.
<Reverse (Rev)>
In the velocity diagram of FRONT GEAR (front transmission), the second clutch C2 and the first brake B1 are engaged, and the rotation of the input shaft is input to the component D as in the case of the ninth forward speed (9th). C is braked, the component B is decelerated to a reverse rotation (reduction ratio -1.814), and the first component of the MAIN GEAR (main transmission) via the first connecting cylindrical shaft 17 is also reduced by a reduction ratio of -1. Reverse at 814. Since the fourth component is braked by the third brake B3, the rotation of the third component is further decelerated to the reverse rotation, the gear ratio is -3.494, and the meshing efficiency of the planetary gear train is 97.3%. Become. Since the reverse (Rev) frequency is extremely low, there is no problem even if the meshing efficiency of the planetary gear train is low, but 97.3% is not bad compared to the other.

  In the planetary gear train of the C1 type MAIN GEAR (main transmission), the transmission gear ratio of the ninth forward speed (9th) is as small as 0,492, which is CVT, and the final reduction gear ratio must be increased accordingly. As a result, the efficiency is deteriorated, so that even if the eighth forward speed (8th) is used as the highest speed stage, it sufficiently serves as a transmission. The positional relationship among the four components is the same position as the speed diagram in which an ideal gear ratio of the BENZ 7AT MAIN GEAR (main transmission) shown in FIG. 21 can be obtained. The step ratio from the first gear is 1.63, 1.53, 1.41, 1.37, 1.23, 1.14, which is ideal up to the seventh forward speed. 1.15, 1.18 and so on. There is no AT that can take such a good step ratio at 8 speeds forward.

  By the way, this invention makes the proposal which replaces with a torque converter instead of a torque converter as a starting device, slides at the time of starting, and uses a brake as a starting device. The brake characteristics at the start are not limited to FF 9AT using C1 type MAIN GEAR (main transmission), but FF and FR C2 and C3 type 9AT have the same characteristics. Validate. At the first forward speed (1st) that is the starting stage, the first clutch C1, the first brake B1, and the third brake B3 are engaged. When the load of each brake is obtained from the balance of forces, the torque of the input shaft is set to 1, the first brake B1 is 1.532, and the third brake B3 is 2.309. In reverse (Rev), the second clutch C2, the first brake B1, and the third brake B3 are engaged, and the load torque of the brake is 2.814 for the first brake B1 and 1.680 for the third brake B3. It becomes. In the first forward speed (1st) and the reverse speed (Rev), which are the start stages, the same first brake B1 and third brake B3 are engaged, and either of them may be used as the start brake, but the forward 1 with the overwhelmingly high start frequency Considering the speed (1st) as a main component, it is better to use the first brake B1 having a small load torque as the start brake. In addition, since the first brake B1 is engaged at a shift speed of 1st forward speed (1st) and 7th forward speed (7th) or higher, the first brake B1 is shifted up from 6th forward speed (6th) to 7th forward speed (7th) with power ON. When doing so, it is necessary to slide the first brake B1. On the other hand, the third brake B3 is engaged from the first forward speed (1st) to the fourth forward speed (4th) and is not engaged at the other forward shift speeds, so the fifth forward speed (5th) or the sixth forward speed (6th). It will be in the form of fastening by shifting down from. Since downshifting may be slightly delayed compared to upshifting, when shifting down to the fourth forward speed (4th), the third brake B3 is engaged without slipping, and is instead engaged. The three clutch C3 can be released and slipped again to be engaged. Therefore, in the present invention, the first brake B1 is used as the brake of the starting device, and a plurality of through holes are provided in the central circumferential portion of the same diameter of the friction member, the specification of which the applicant of the present application applied in Japanese Patent Application Laid-Open No. 2009-236234, It was used as a structure having a high cooling effect for supplying cooling oil to the through hole from the end side surface of the friction member. Since the third brake B3 does not need to be slid, the structure is such that the fastening surface pressure of the friction member is increased and the area of the piston that presses the friction member is increased and the number of friction members is reduced to be compact. And Naturally, the specification of the third brake B3 can be made the same even when a torque converter or a fluid coupling is used instead of the first brake B1 as the brake of the starting device. The structure in which the hydraulic servo of the third brake B3 is arranged on the partition wall 100 according to claim 1 of the present invention can be arranged compactly by reducing the number of friction members since the piston area can be increased. It makes use of the characteristics of B3. The second brake B2 is fastened at the second forward speed (2nd), the sixth forward speed (6th), and the eighth forward speed (8th). Fastening from 1st speed (1st) to 2nd forward speed (2nd). Therefore, it is necessary to slide a large number of friction members in order to absorb the shift shock. Regardless of the starting device, the number of friction members is increased on the outermost peripheral portion in the circumferential direction of the transmission to increase the fastening surface pressure of the friction members. It is arranged to be lowered, and together with the first brake B1, a plurality of through holes are provided in the central circumferential portion of the same diameter of the friction member, and the cooling effect is high by supplying cooling oil to the through hole from the side surface of the end of the friction member Structure and claimed in claim 9.

<C1-9AT (P1-P2, R1-S2) -FF (T / C)>
FIG. 5 is a structural diagram conceptually designed from the schematic diagram of FIG. 1 where the input power from the prime mover is 300 Nm, and is specified in claim 6. The total length is 370mm, which is not changed to 6AT or rather compact. In FIG. 5, power is transmitted to a torque converter 200 a that is a fluid conduction device from a not-shown prime mover on the left front side of the drawing, and is guided to the input shaft 3 of the transmission. A housing for housing the entire transmission is composed of a front torque converter case 1a and a rear transmission case 1b, and a mother body that supports a differential device 9 including a relay shaft 7 and an output shaft arranged in parallel. Become. The input shaft 3 is supported by a bearing 4a disposed at one end of the front portion on the holding members 2a, 2b and 2c, and a bearing 4b disposed at the rear portion on the transmission case 1b. The holding members 2a, 2b, and 2c are partition walls that separate the dry torque converter case 1a and the wet transmission case 1b, and support the torque converter 200a to hold the charging pump of the transmission. One end of the relay shaft 7 is supported by a bearing 4g disposed on the torque converter case 1a, and the other end is supported by a bearing 4f disposed on the transmission case 1b, and meshes with the output counter gear 5 coaxial with the input shaft 3. A counter gear 6 is connected by a spline, and a pinion gear for transmitting power to a differential device 9 including an output shaft is integrally formed. The output shaft portion serves as a carrier for the differential device 9, and is supported by a bearing 4i disposed at one end of the torque converter case 1a and supported at the other end by a bearing 4h disposed at the transmission case 1b, and is integrated with the pinion gear. A large gear 8 that meshes with the relay shaft 7 is fastened with a bolt. As is well known, the differential device 9 includes a pinion gear and a side gear, and an output shaft of the automatic transmission is connected to the side gear.

  In FIG. 5 and FIG. 14 showing the details of the main transmission arranged in front of the partition wall 100, the transmission case 1b is closed at the rear, the partition wall 100 is at the center in the axial direction, and the bolt 104 is at the outer periphery. Thus, the transmission case 1b is fastened integrally. The partition wall 100 has an inverted L-shaped cylindrical shape with an inner peripheral portion protruding forward of the transmission, and an angular bearing 4e is fixed to the outer periphery of the inner peripheral cylindrical portion with a screw 5a on the back surface. Is supported. A first planetary gear train 10 is arranged in front of the output counter gear 5, and a second planetary gear train 20 is arranged in a two-story structure on the outer periphery so as to surround the first planetary gear train 10. The third clutch C3 is disposed on the side. The first and second planetary gear trains 10 and 20 are simple planetary gears, and the sun gear 21 (S2) of the second planetary gear train 20 is integrally formed on the outer periphery of the ring gear 13 (R1) of the first planetary gear train 10. The L-shaped first connecting cylindrical shaft 17 is splined to the teeth of the ring gear 13 (R1) in front of the first planetary gear train 10. The first connecting cylindrical shaft 17 is rotatably supported by a bush 4c around the input shaft, passes through the inner peripheral cylindrical portion of the partition wall 100, and extends to the rear portion. Around the first connecting cylindrical shaft 17, a second connecting cylindrical shaft 18 rotatably supported by a bush 4 n is spline connected to the sun gear 11 (S 1) of the first planetary gear train 10. The material passes through the inside of the peripheral cylindrical part and is extended to the rear part. The planetary carrier 14 (P1) of the first planetary gear train 10 includes side members 14a and 14b, holds a plurality of planetary gears 12 meshing with the ring gear 13 (R1) and the sun gear 11 (S1), and the output counter gear 5 The side member 14a on the side extends in the outer circumferential direction to become the side member 24a of the planet carrier 24 (P2) of the second planetary gear train 20 and to the ring gear 23 (R2) and the sun gear 21 (S2) of the second planetary gear train 20 A plurality of meshing planetary gears 22 are held, and the material is extended to the inner peripheral side of the partition wall 100 and is pivotally supported by a needle bearing 4k disposed on the inner periphery of the inner peripheral cylindrical portion of the partition wall 100. Here, the large-scale integrated planet carriers 14 (P 1) and 24 (P 2) that hold the plurality of planetary gears 12 and 22 and easily become unbalanced are firmly supported by the partition wall 100. The hub 26 of the third clutch C3 is connected to the other side member 24b of the planet carrier 24 (P2) of the second planetary gear train 20, and the ring gear 23 (R2) of the second planetary gear train 20 is output. The counter gear 5 is connected to each other by a connecting member 25 having each tooth portion as a spline. Note that the second planetary gear train 20 has a smaller tooth surface load than the first planetary gear train 10, and therefore the width is narrow, and is arranged in the gap X between the pinion gear of the relay shaft 7 and the counter gear 6.

  The third clutch C3 disposed in front of the two-story first and second planetary gear trains 10 and 20 is connected to the clutch drum 74 welded to the input shaft 3 and the side member 24b of the planet carrier 24 (P2). A friction member (drive plate) 71 locked to the connected hub 26, a friction member (driven plate) 72a locked to the clutch drum 74, and an end plate 72b whose axial direction is regulated by the retaining ring 73 The piston 75 that presses the friction members 71 and 72, the canceller plate 76 that cancels the centrifugal hydraulic pressure in the working chamber of the piston 75, and the return spring 78 that returns the piston 75 to the open state. Is responsible for the fastening and release of the planetary carriers P1 and P2. Note that hydraulic oil is supplied to the working chamber between the clutch drum 74 and the piston 75 and between the piston 75 and the canceller plate 76 from the outer periphery of the boss portion of the holding member 2b.

  FIG. 17 shows the positional relationship between the input shaft 3 and the relay shaft 7 and the output shaft in FIGS. 5 and 14 and the meshing of the gear that transmits power to the output shaft, as viewed from the front of the transmission. In FIG. 17, the output counter gear 5 that outputs the input shaft 3 meshes with the counter gear 6 connected to the relay shaft 7 arranged on the upper right, and the pinion gear (small gear) integrated with the relay shaft 7 is on the lower right. The power is guided from the input shaft 3 to the output shaft by meshing with the large gear 8 connected to the arranged output shaft. The positions in the axial direction where these two gears mesh are shown in FIGS. 5 and 14, and the shaft widths are meshed at a position separated by X as shown in FIG. In FIG. 17, R2 on the input shaft 3 is the outer diameter of the ring gear 23 (R2) of the second planetary gear train 20, and the blacked out portions in the figure overlap in the circumferential direction. That is, on the input shaft 3, the member arranged at the same position in the axial direction of the large gear 8 meshing with the pinion gear (small gear) of the relay shaft 7 must limit the outer diameter in order to avoid interference with the large gear 8. It will not be established. However, if the first and second planetary gear trains 10 and 20 are two-story, the outer diameter of the ring gear 23 (R2) of the second planetary gear train 20 is increased, and interference with the large gear 8 is inevitable. Since it becomes a diameter, the second planetary gear train 20 must be arranged with the axial direction removed. Therefore, in the present invention, the second planetary gear train 20 is arranged in the gap X between the pinion gear (small gear) and the large gear 8 that are separated from the output counter gear 5 and the counter gear 6 by X in the axial direction. As a result, the present invention has realized the same compact axial length as 6AT.

  In FIG. 5 and FIG. 13 showing the details of the front transmission disposed behind the partition wall 100, the third brake B3, the third planetary gear train 30 and the fourth planetary gear train 40 are arranged in the axial direction from the partition wall 100. And the 2nd clutch C2 and the 1st clutch C1 are arranged. The partition wall 100, which is fastened integrally with the transmission case 1b by a bolt 104 on the outer periphery, is made of steel having high rigidity, and a cylindrical drum provided a little above the intermediate portion in the circumferential direction has a rear portion. The third planetary gear train 30 arranged at the upper part is extended to the upper part, the working hydraulic chamber of the third brake B3 is formed on the inner peripheral portion of the drum, and the working hydraulic chamber of the first brake B1 is formed on the outer peripheral portion. The The third brake B3 includes a second connecting cylindrical shaft 18 connected to the sun gear 11 (S1) of the first planetary gear train 10 and a spline of the second connecting cylindrical shaft 18 extending around the outer periphery of the third planetary gear train 30. Friction member (drive plate) 101 that is locked to the portion, friction member (driven plate) 102a that is locked to the inner peripheral spline of the partition 100, and end plate whose axial direction is regulated by the retaining ring 103 102b, a piston 105 that presses the friction members 101 and 102a, and a return spring 108 that returns the piston 105 to an open state. As described in paragraph “0056”, the torque capacity of the third brake B3 is 2.309 at the first forward speed and 1.680 at the reverse speed (Rev), where the torque of the input shaft is 1, and a general start. It is smaller than the torque capacity of the brake that is engaged at the stage. In addition, since there is no need to slide during shifting and there is no need to absorb and dissipate energy, the diameter and number of friction members 101 and 102a can be made relatively small. Further, since the piston 105 can be arranged at a position where a large area can be taken from the inner peripheral portion of the partition wall 100 where the inner periphery is reduced to the drum, the pressing force of the friction members 101 and 102a is increased, and the third brake B3 The torque capacity can be satisfied. In the normal 4AT, the friction member of the starting stage brake is arranged in a number of 6 to 7 on the inner periphery having a large diameter of the transmission case. Claim 1 of the present application resides in that the hydraulic servo of the third brake B3 is arranged in the partition wall 100. That is, the torque capacity of the third brake B3 that does not need to be slid at the time of shifting can be reduced by using a torque capacity smaller than that of a brake that is engaged at a conventional start stage, and the piston 105 that serves as a hydraulic servo for the third brake B3 is used on the partition wall 100 A return spring 108 is disposed, and a working oil is led from a control valve (not shown) to a working hydraulic chamber in which a large area of the third brake B3 of the partition wall 100 can be taken via the transmission case 1b, and a friction member 101 disposed in the partition wall 100, This is to press and release 102a. With this structure, the third brake B3 can be arranged compactly.

  The third planetary gear train 30 and the fourth planetary gear train 40 are arranged in the axial direction in order from the partition wall 100 side. The planetary gear 32 of the third planetary gear train 30 meshes with the sun gear 31 (S3) and the ring gear 33 (R3) and is pivotally supported by the planet carrier 34 (P3). The ring gear 33 (R3) is spline connected to the first connecting cylindrical shaft 17 supported by the input shaft 3 inside the inner peripheral portion of the third planetary gear train 30 by an L-shaped connecting member 35 on the partition wall 100 side, The side member 34b on the partition wall 100 side of the planetary carrier 34 (P3) is L-shaped and is pivotally supported by the connecting member 35 inside the inner peripheral portion of the third planetary gear train 30. The other side member 34a The brake hub 34 of the first brake B1 that is bent and stretched from the intermediate portion in the circumferential direction of the partition wall 100 to the outer periphery of the cylindrical drum of the third brake B3 provided at the upper part is welded. (S3) is integrally formed with the sun gear 41 (S4) of the fourth planetary gear train 40.

  The planetary gear 42 of the fourth planetary gear train 40 meshes with the sun gear 41 (S4) and the ring gear 43 (R4) and is pivotally supported by the planet carrier 44 (P4). The ring gear 43 (R4) is welded with a clutch hub of the first clutch C1 whose axial direction is regulated by a needle bearing, and the side member 44a opposite to the partition wall 100 of the planetary carrier 44 (P4) has an inverted L shape. The sun gear 41 (S4) is pivotally supported by the side member 44a. The sun gear 41 (S4) is pivotally supported by the side member 44a. At the same time, the clutch hub 45 of the second clutch C2 that is extended and bent to the outer periphery of the fourth planetary gear train 40 is splined to the tooth portion. Further, the brake hub 46 of the second brace B2 that is extended and bent to the outer periphery of the first and second clutches C1 and C2 is splined to the outer periphery of the clutch hub 45.

  The second clutch C2 and the first clutch C1 are arranged as a double clutch sharing the clutch drum at the closed rear portion of the transmission case 1b. The first and second clutches C1 and C2 include a shared clutch drum 54, an end plate 62b fixed by a retaining ring 63 at the axial center of the inner peripheral spline of the clutch drum 54, and a clutch behind the end plate 62b. The friction member (driven plate) 62a of the first clutch C1 locked to the inner peripheral spline of the drum 54 and the outer peripheral spline of the clutch hub of the first clutch C1 welded to the ring gear 43 (R4). Friction member (drive plate) 61, piston 65 that presses the friction members 61 and 62a, and friction member (driven plate) of the second clutch C2 that is engaged with the inner peripheral spline of the clutch drum 54 in front of the end plate 62b. ) 52a and the clutch of the second clutch C2 splined to the sun gear 41 (S4). A friction member (drive plate) 51 that is locked to the outer peripheral spline of the hub hub 45, a piston 55 that presses the friction members 51, 52 a with an L-shaped flange 57 fixed by a retaining ring 53, and a piston with a stud pin 51 And a canceller plate 56 that is a fulcrum of a return spring 58 that returns the pistons 55 and 65 to the clutch drum 54. The clutch drums 54 of the first and second clutches C1 and C2 are welded to a clutch hub 57 that is splined to the input shaft 3 to which hydraulic oil is supplied from the outer periphery of the inner peripheral boss portion of the rear portion of the transmission case 1b that is closed. The piston 65 of the first clutch C1 and the piston 55 of the second clutch C2 are arranged with the clutch drum 54 interposed therebetween. The first clutch C1 is a push-type piston 65 and the input shaft 3 and the ring gear 43 (R4). The second clutch C2 controls the engagement and release of the input shaft 3 and the sun gears 31 (S3) and 41 (S4) with the pull type piston 55. The double clutches C1 and C2 share the clutch drum 54, the return spring 58, the canceller plate 56, and the end plate 62b and can be arranged compactly in the axial direction. The applicant of the present invention disclosed in Japanese Patent Application Laid-Open No. 2007-51651. Proposed.

The first brake B1 disposed on the outer periphery of the third brake B3 is fixed by a piston 85 disposed in an operating hydraulic pressure chamber formed on the outer peripheral portion of the cylindrical drum of the partition wall 100 and a retaining ring 89 on the cylindrical drum. A return spring 88 disposed between the formed spring holder 87 and the piston 85, a friction member (driven plate) 82a engaged with a spline formed on the inner periphery of the transmission case 1b, and a friction member (driven plate) ) 82b, an end plate 82c, and a friction member (drive plate) 81 locked to the brake hub 36 welded to the side member 34 of the planet carrier 34 (P3) of the third planetary gear 30. 34 (P3) is responsible for braking and release.

  The first brake B1 depicted in the structural diagrams of the present application including FIG. 13 represents a structure as a starting device. As described in the paragraph “0056”, the torque capacity of the first brake B1 is 1.532 at the first forward speed and 2.308 at the reverse speed (Rev), where the torque of the input shaft is 1. In the first brake B1 in the structural diagram of the present application, the number of friction members (drive plates) 81 and (driven plates) 82a is three each if the AT is used for a short time for shock absorption during shifting. Is enough. However, since it is used as a starting device in the present application, it must be designed to always slide at low torque and low rotation so that vehicle creep can be realized. The problem is how to absorb and cool the heat generated by the sliding of the friction member. First, in the present application, the dish plate 83 is held by the driven plate 82b and pressed by the piston 85 in order to eliminate the shudder vibration due to stick slip of the friction member. Secondly, the number of friction members 81 and 82a is doubled, and the cooling surface area is increased by increasing the friction surface area per sheet. Third, a plurality of through-holes are provided in the central same diameter portion of the friction portions of the friction members 81 and 82a, and cooling oil is transferred from the transmission case 1b to the through-holes through the end plate 82c while the friction members are sliding. Poured into a structure that can be reliably cooled. Details are described in Japanese Patent Application Laid-Open No. 2009-236234 proposed by the applicant of the present application, and the structure described in Japanese Patent Application Laid-Open No. 2009-236234 can be applied in addition to the structure of the present application. In the drawings other than FIGS. 7 and 11 in which the first brake B1 is used as the starting device, the friction member of the first brake B1 is indicated by the same specifications as the starting device. Of course, when the first brake B1 is not used as a starting device, the number of friction members can be reduced appropriately. However, the cooling method should be the same, and may have been claimed in claim 9, It was written with the same specifications as the device.

  A second brake B2 disposed on the outer periphery of the first and second clutches C1 and C2 serving as a double clutch includes a piston 95 disposed in a working hydraulic pressure chamber formed on a rear end outer peripheral portion of the transmission case 1b, A return spring 98 disposed between a piston holder 95 and a spring holder 97 fixed to the outer periphery of the transmission case 1b by a retaining ring 99, and a spline formed on the inner periphery of the transmission case 1b. A friction member (driven plate) 92a, an end plate 92b whose axial direction is regulated by a retaining ring 93 on the outer periphery of the transmission case 1b, and a brake hub 46 splined to the outer periphery of the clutch hub 45 It is composed of a friction member (drive plate) 91, which controls braking and release of the sun gears 31 (S3) and 41 (S4).

The torque capacity of the second brake B2 may be 0.532 with the torque of the input shaft as 1, but in the first to ninth forward shifts, the most frequently engaged and disengaged frequency is the same as the first brake B1. The thickness of the driven plate 92a is also increased so that the friction member can be slid in order to double the number of friction members and reduce the load on the first brake B1 even when starting. Naturally, as in the first brake B1, a plurality of through holes are provided in the same central diameter portion of the friction portions of the friction members 91 and 92a. While the friction member slides, the cooling oil is supplied from the transmission case 1b through the end plate 82c. It is good also as a structure which pours into a through hole. In the present application, since only the first brake B1 and the second brake B2 are arranged on the outer periphery of the transmission case 1b behind the partition wall 100, there is a space for arranging a large number of friction members, and the first and second brakes B1. The structure described in JP-A-2009-236234 can be applied to both B2 and a plurality of through holes are provided in the central circumferential portion of the same diameter of the friction member, and cooling oil is supplied to the through holes from the end side surface of the friction member. Claimed in claims 9 and 10.

According to the present invention, the FRONT GEAR (front transmission) arranged at the rear of the partition wall 100 described in C1-9AT (P1-P2, R1-S2) is C2-9AT (S1-S2, R1). -P2) and C3-9AT (P1-R2, R1-P2) FF 9AT and the same structure of the FRONT GEAR (front transmission) itself. Claim 4 of this application shows the structure of FRONT GEAR (transmission) common to 9AT for FF, and the third brake B3 and the first and second clutches C1 and the outer periphery of the third and fourth planetary gear trains 30 and 40, C2 friction members are arranged, and the friction members of the first and second brakes B1 and B2 are arranged in a wide space on the outer periphery of the three actuators. This structure is because the friction members of the first and second brakes B1 and B2 are slid from the friction members of the third brake B3 and the first and second clutches C1 and C2, and this structure is a feature of the present invention. one of. By the way, the planetary gear train used in the FRONT GEAR (transmission device) of Patent Documents 6 and 7 has the second planetary gear set (P2) placed on the first planetary gear set (P1) and is axially arranged in two stories. Is a compact structure. However, only one of the four fastening element friction members used in the FRONT GEAR (transmission) can be arranged on the outer periphery of the first and second planetary gear sets (P1, P2), and the other three An arrangement space for the friction member is required. In the present application, a total of five friction members including the friction members of the third brake B3 other than the friction members of the four fastening elements used in the front gear (transmission device) are used for the third and fourth planetary gear trains 30 and 40. It becomes the compact structure which is arranged to the outer periphery of this and is not defeated by Patent Documents 6 and 7. In addition, in Patent Documents 6 and 7, when the third and fourth planetary gear trains 30 and 40 have a two-story structure, when a friction clutch like the present application is used instead of a dog clutch, A compact structure cannot be achieved.

<C3-9AT (P1-R2, R1-P2) 2 stories>
FIG. 2 shows a combination of two planetary gear trains used in the MAIN GEAR (main transmission) of FIG. 1 so that the gear ratio is exactly the same as that of FIG. It is an example. In the MAIN GEAR (main transmission) section, the output counter gear, the first planetary gear train (S1, P1, R1) and the second planetary gear train (S2, P2, R2) and the third clutch C3 is arranged. An input shaft is arranged at the center of rotation of the MAIN GEAR (main transmission) and is connected to the third clutch C3. A first connecting cylindrical shaft 17 and a second connecting cylindrical shaft are arranged on the outer periphery of the input shaft in the radial direction. The three shafts pass through the inner periphery of the partition wall 100 and extend to the front gear (front transmission). The second planetary gear train is disposed on the outer periphery of the first planetary gear train, and the sun gear S2 of the second planetary gear train is disposed on the outer periphery of the ring gear R1 of the first planetary gear train and is connected to the first connecting cylindrical shaft 17. And the first planetary gear train ring gear R1 and the second planetary gear train planet carrier P2 are connected to the hub of the third clutch C3 to become the second component and the first planetary gear train. The sun gear S1 in the row is connected to the second connecting cylindrical shaft to become the fourth component, and the planet carrier P1 in the first planetary gear row and the ring gear R2 in the second planetary gear row are connected to the output counter gear. It is the third component.

As shown in the speed diagram of the MAIN GEAR (main transmission), the positional relationship of the four components is exactly the same as in FIG. The gear ratio of the second planetary gear train arranged on the second floor of the two-story is (ZR2 / ZS2 = 1.500), which is the same as in FIG. 1, but the first planetary gear train arranged on the first floor The tooth number ratio is slightly larger than (ZR1 / ZS1 = 2.700) and (ZR1 / ZS1 = 2.467) in FIG. In addition, the ring gear R1 of the first planetary gear train and the sun gear S2 of the second planetary gear train are separated, and the planet carrier P2 of the second planetary gear train connected to the ring gear R1 of the first planetary gear train. There are disadvantages, such as the extra space required for the shaft support compared to FIG. 1, and the arrangement becomes difficult compared to the structure of FIG. However, the arrangement is not impossible, the gear ratio can be made exactly the same as in FIG. 1, and the meshing efficiency of the planetary gear is slightly better than that in FIG. 1, so the embodiment of claim 6 of the present invention is adopted. In addition, since the structure of FRONT GEAR (front transmission apparatus) and the specification of a transmission are the same as FIG. 1, description is abbreviate | omitted.

<C2-9AT (S1-S2, R1-P2)>
FIG. 3 shows a typical embodiment in claim 7 as the 9AT for FF of the present invention and a typical embodiment in claim 8 as the 9AT for FR, and is a first embodiment used for a MAIN GEAR (main transmission). ˜Two planetary gear trains composed of the fourth component are divided into sun gears (S1, S2) of the first and second planetary gear trains, ring gears (R1) of the first planetary gear train and the second planetary gear trains. It is specified as a C2 type (S1-S2, R1-P2) of a configuration (Simpson planetary gear) in which planetary carriers (P2) are connected.

In the schematic diagram of the FF in FIG. 3, a prime mover (not shown) is disposed on the left front side of the transmission, and power is input to the transmission via a torque converter. In the transmission, a MAIN GEAR (main transmission) unit and a front gear (front transmission) are arranged from the torque converter side, and a partition wall 100 is arranged therebetween. The MAIN GEAR (main transmission) section separated into the bulkhead 100 has an output counter gear, a first planetary gear train (S1, P1, R1), and a second planetary gear train (S2) in the axial direction from the bulkhead 100. , P2, R2) and the third clutch C3 is arranged. An input shaft is arranged at the center of rotation of the MAIN GEAR (main transmission) and is connected to the third clutch C3. A first connecting cylindrical shaft 17 and a second connecting cylindrical shaft are arranged on the outer periphery of the input shaft in the radial direction. The three shafts pass through the inner periphery of the partition wall 100 and extend to the front gear (front transmission). The first planetary gear train and the second planetary gear train are arranged side by side in the axial direction, and the ring gear R2 of the second planetary gear train is connected to the first connecting cylindrical shaft 17 to become the first component, and the second planetary gear. The planetary carrier P2 in the row is connected to the ring gear R1 in the first planetary gear train and connected to the hub of the third clutch C3 to become the second component, and the sun gears S1 and S2 in the first and second planetary gear trains are connected. Thus, the fourth component is connected to the second connecting cylindrical shaft, and the planet carrier of the first planetary gear train is connected to the output counter gear to be the third component. A schematic diagram and a velocity diagram of a front gear (front transmission) unit arranged at the rear of the transmission separated by the partition wall 100 are the same as those in FIG.

In the FR schematic diagram of FIG. 3, a prime mover (not shown) is arranged on the left front side of the transmission, and power is input to the transmission via a torque converter. In the transmission, a front gear (main transmission) and a main gear (main transmission) section are arranged from the torque converter side, and a partition wall 100 is arranged therebetween. In the front gear (separate transmission) section separated into the partition wall 100, the one-way clutch OWC, the first brake B1, the third planetary gear train (S3, P3, R3) in the axial direction from the partition wall 100, A fourth planetary gear train (S4, P4, R4), a second clutch C2, and a first clutch C1 are arranged. An input shaft is disposed at the rotation center of the front gear (front transmission), and is connected to the first and second clutches C1 and C2. A first connecting cylindrical shaft 17 is disposed on the outer periphery of the input shaft. Friction members of the second clutch C2 and the first clutch C1 are arranged in the axial direction on the outer peripheral side of the fourth planetary gear train, the second brake B2 is arranged on the outer peripheral side thereof, and the outer peripheral side of the third planetary gear train Is provided with a friction member of the first brake B1. The sun gears S3 and S4 of the third and fourth planetary gear trains are connected to connect with the hub of the second clutch C2 and the hub of the second brake, and the ring gear R3 and the fourth planetary gear train of the third planetary gear train. The planetary carrier P4 of the gear train is connected to the first connecting cylindrical shaft 17, the planet carrier P3 of the third planetary gear train is connected to the hub of the first brake B1, and the ring gear R4 of the fourth planetary gear train is the first clutch. It is connected to the hub of C1.

A MAIN GEAR (main transmission) unit disposed at the rear of the transmission separated by the partition wall 100 includes a third brake B3 and a first planetary gear train (S1, P1, R1) in the axial direction from the partition wall 100. The second planetary gear train (S2, P2, R2), the third clutch C3, and the output shaft are arranged. An input shaft is arranged at the rotation center of the MAIN GEAR (main transmission) and is connected to the third clutch C3. A first connecting cylindrical shaft 17 is arranged on the outer periphery of the input shaft, and these two shafts are partition walls. 100 extends from the front gear (front transmission) through the inner circumference. The first planetary gear train and the second planetary gear train are arranged side by side in the axial direction, and the ring gear R2 of the second planetary gear train is connected to the first connecting cylindrical shaft 17 to become the first component, and the second planetary gear. The planetary carrier P2 in the row is connected to the ring gear R1 in the first planetary gear train and connected to the hub of the third clutch C3 to become the second component, and the sun gears S1 and S2 in the first and second planetary gear trains are connected. Thus, it becomes the fourth component as the hub of the third brake B3, and the planet carrier P1 of the first planetary gear train is connected to the output shaft and becomes the third component.

The speed diagram of the MAIN GEAR (main transmission) of FIG. 3 can be the same as that of FIGS. 1 and 2, but the distance between the first component and the second component is 1.500-2. .000, and the distance between the third component and the fourth component is increased from 2.700 to 2.800. This is because the gear ratio in FIGS. 1 and 2 is excessively shifted to the high speed side of 4.811 to 0.492, so that the specification is returned to the low speed side of 5.175 to 0.563. Therefore, the step value from the first forward speed becomes worse than that in FIGS. Looking at the connection of the planetary gears in the speed diagram of the MAIN GEAR (main transmission) and the FRONT GEAR (front transmission) in FIG. 3, the output components, the input shaft, and the components connected via the clutch are different. , You can see that the combination is exactly the same. This combination is generally called a Simpson planetary gear and is a combination in which the torque applied to the gear is reduced during deceleration. Assuming that the torque of the input shaft is 1, a large torque of 2.498 acts on the ring gear R2 of the first component at the first forward speed. However, the torque of the sun gear S2 is reduced by the tooth ratio with the ring gear R2 to be 1.315, and the torque of the sun gear S1 is 1.362 due to the balance of force. This is a combination of planetary gears that are extremely strong in strength with half the torque of C1-9AT and C3-9AT. In addition, although the first component is a sun gear, the rotation of the input shaft is disadvantageous compared to the A type 6AT that is input as it is, but a deceleration torque of 1.5 is input to the sun gear of the Ravigne planetary double planetary gear B type 6AT C2-9AT can be said to be an AT that is advantageous in terms of strength. The meshing efficiency of the planetary gear is slightly better on the deceleration side than C1 and C3-9AT, but slightly worse on the overdrive side. The power train of C-Type ZF 9AT shown in FIG. 22 is the same as C2-9AT of FIG. 3, but the arrangement of each part is different, and a dog clutch is used for first clutch C1 and third brake B3. There is a difference. The speed diagram is the same as FIG. 1 and the speed change operation is also the same as FIG.

FIG. 8 is a structural diagram conceptually designed from the schematic diagram of the FF of FIG. 3 with the input power from the prime mover as 300 Nm and the torque converter as the starting device. Since the total length is 400mm and there is a possibility of mounting problems as an FF, if a fluid coupling is used instead of a torque converter, or if the first brake B1 is used as a starting device directly connected to a prime mover, it is sufficiently used for FF be able to. In FIG. 8, the structure of the torque converter and holding members 2a, 2b, 2c on the power input side, the front transmission behind the partition wall 100, and the structure of the differential device 9 from the relay shaft 7 on the output side are as follows: Since it is the same as FIG. 5 which is a structural diagram of C1-9AT, description thereof will be omitted. The only difference from FIG. 5 is the difference in the main transmission, the details of which are shown in FIG.

  In FIG. 8 and FIG. 15 showing the details of the main transmission arranged in front of the partition wall 100, the transmission case 1b is closed at the rear, the partition wall 100 is at the center in the axial direction, and the outer periphery is bolted 104. It is fastened integrally with the transmission case 1b. The partition wall 100 has an inverted L-shaped cylindrical shape with an inner peripheral portion protruding forward of the transmission, and an angular bearing 4e is fixed to the outer periphery of the inner peripheral cylindrical portion with a screw 5a on the back surface. Is supported. In front of the output counter gear 5, a first planetary gear train 10 and a second planetary gear train 20 are arranged in the axial direction, and further, a third clutch C3 is arranged in front thereof. The plurality of planetary gears 12 of the first planetary gear train 10 meshes with the ring gear 13 (R1) and the sun gear 11 (S1), and is held by the planet carrier 14 (P1). The planet carrier 14 (P1) includes side members 14a and 14b and a shaft support member of the planetary gear 12. A connecting member 25 is welded to the side member 14a at the outer periphery, and the connecting member 25 is a tooth portion of the output counter gear 5. To the planetary carrier 14 (P1) and the output counter gear 5. The sun gear 11 (S1) is integrally formed with the sun gear 21 (S2) of the second planetary gear train 20, and a cylindrical second connecting cylindrical shaft 18 is spline connected to the inner periphery, and the ring gear 13 (R1) is The second planetary gear train 20 is bent to the outer peripheral side and connected to the spline of the side member 24a of the planet carrier 24 (P2) that locks the friction member (drive plate) 71 of the third clutch C3. It is restricted and locked by the ring. The plurality of planetary gears 22 of the second planetary gear train 20 mesh with the ring gear 23 (R2) and the sun gear 21 (S2) and are held by the planet carrier 24 (P2). The planet carrier 24 (P2) is composed of side members 24a and 24b and a shaft support member of the planetary gear 22, and the side member 24b arranged forward is bent in the inner periphery of the second planetary gear train 20 in an L shape. The sun gear 21 (S2) integral with the sun gear 11 (S1) of the first planetary gear train 10 is pivotally supported by the bush 4p, and the other side member 24a is the ring gear of the first planetary gear train 10 as described above. 13 (R1) is spline-connected, and the friction member (drive plate) 71 of the third clutch C3 is locked. An L-shaped first connecting cylindrical shaft 17 is splined to the ring gear 23 (R2) at the front tooth portion. An input shaft 3 is disposed at the shaft center of the main transmission, and the input shaft 3 supports a cylindrical first connection cylindrical shaft 17 with a bush 4c, and the first connection cylindrical shaft 17 includes a planet carrier 24 ( The L-shaped side member 24b of P2) is pivotally supported by the bush 4o. Further, the side member 14a on the partition wall 100 side of the planet carrier 14 (P1) of the first planetary gear train 10 is connected to the output counter gear 5 by spline connection between the spigot portion Y and the tooth portion, and on the inner peripheral side of the partition wall 100. It is bent into an L shape, and a cylindrical second connecting cylindrical shaft 18 is supported by a bush 4m. The reason why the second connecting cylindrical shaft 18 is not pivotally supported by the first connecting cylindrical shaft 17 that is easy to support is that the second connecting cylindrical shaft 18 rotates extremely high and the first connecting cylindrical shaft 17 rotates reversely. Since the relative rotational speed may be excessive, the side member 14a integrated with the second connecting cylindrical shaft 18 of the fourth component and the output counter gear 5 of the third component located next to the velocity diagram is provided. If the shaft is supported, the relative rotational speed can be minimized.

The third clutch C3 disposed in front of the second planetary gear train 20 has a friction that is engaged with the clutch drum 74 welded to the input shaft 3 and the side member 24a of the side member 24a of the planetary carrier 24 (P2). A member (drive plate) 71, a friction member (driven plate) 72a locked to the clutch drum 74, an end plate 72b whose axial direction is regulated by the retaining ring 73, and a piston that presses the friction members 71 and 72a 75, a canceller plate 76 for canceling the centrifugal hydraulic pressure in the working chamber of the piston 75, and a return spring 78 for returning the piston 75 to the open state, and the input planet 3 and the first planetary gear train as the second component. Fastening and release of the planetary carrier 24 (P2) of the second planetary gear train 20 connected to the ten ring gears 13 (R1) Responsible. The friction members 71 and 72a are arranged on the outer periphery of the second planetary gear train 20, and in the working chamber between the clutch drum 74 and the piston 75 and between the piston 75 and the canceller plate 76, the holding member 2b is provided. Hydraulic oil is supplied from the outer periphery of the boss portion to form a hydraulic servo.

The gear ratio of the first planetary gear train 10 is (ZR1 / ZS1 = 2.800), and the gear ratio of the second planetary gear train 20 is (ZR2 / ZS2 = 1.900). The ring gear 13 (R1) is considerably larger than the ring gear 23 (R2) of the second planetary gear train 20. If the friction members 71 and 72a of the third clutch C3 are arranged on the outer periphery of the ring gear 23 (R2) of the small second planetary gear train 20, the axial direction can be shortened. Note that the outer diameter of the clutch drum 74 of the third clutch C3, which is the maximum outer diameter in the main transmission, and the outer diameter of the ring gear 13 (R1) of the first planetary gear train 10 are substantially the same. The large gear 8 arranged on the output shaft does not interfere.

<C3-9AT (P1-R2, R1-P2)>
FIG. 4 shows another embodiment in claim 7 as the 9AT for FF of the present invention and another embodiment in claim 8 as the 9AT for FR, and is a first used for a MAIN GEAR (main transmission). ~ Specify two planetary gear trains consisting of the fourth component as C3 type (P1-R2, R1-P2) with the configuration in which the planet carrier and the ring gear of the first and second planetary gear trains are connected to each other. It is a thing. The combination of the first and second planetary gear trains of the MAIN GEAR (main transmission) is the same, but the arrangement in FIG. 2 is a two-story arrangement, whereas FIG. 4 is arranged in the axial direction. It is a thing.

In the schematic diagram of the FF in FIG. 4, a prime mover (not shown) is disposed on the left front side of the transmission, and power is input to the transmission via a torque converter. In the transmission, a MAIN GEAR (main transmission) unit and a front gear (front transmission) are arranged from the torque converter side, and a partition wall 100 is arranged therebetween. The MAIN GEAR (main transmission) section separated into the bulkhead 100 has an output counter gear, a first planetary gear train (S1, P1, R1), and a second planetary gear train (S2) in the axial direction from the bulkhead 100. , P2, R2) and the third clutch C3 is arranged. An input shaft is arranged at the center of rotation of the MAIN GEAR (main transmission) and is connected to the third clutch C3. A first connecting cylindrical shaft 17 and a second connecting cylindrical shaft are arranged on the outer periphery of the input shaft in the radial direction. The three shafts pass through the inner periphery of the partition wall 100 and extend to the front gear (front transmission). The first planetary gear train and the second planetary gear train are arranged side by side in the axial direction, and the sun gear S2 of the second planetary gear train is connected to the first connecting cylindrical shaft 17 to become the first component, and the second planetary gear train. The planet carrier P2 of the first planetary gear train is connected to the ring gear R1 of the first planetary gear train and the hub of the third clutch C3 to become the second component, and the sun gear S1 of the first planetary gear train is the fourth component, The ring gear R2 of the two planetary gear train and the planet carrier of the first planetary gear train are connected and connected to the output counter gear to form a third component. A schematic diagram and a velocity diagram of a front gear (front transmission) unit arranged in the rear part of the transmission in which the planetary carrier of the first planetary gear train is separated by the partition wall 100 are the same as those in FIGS. The shifting operation is also the same as that in FIG.

In the FR schematic diagram of FIG. 4, a prime mover (not shown) is arranged on the left front side of the transmission, and power is input to the transmission via a torque converter. In the transmission, a front gear (main transmission) and a main gear (main transmission) section are arranged from the torque converter side, and a partition wall 100 is arranged therebetween. The front gear (separated gear) unit separated by the partition wall 100 is the same as the FR schematic diagram of FIG.

A MAIN GEAR (main transmission) unit disposed at the rear of the transmission separated by the partition wall 100 includes a third brake B3 and a first planetary gear train (S1, P1, R1) in the axial direction from the partition wall 100. The second planetary gear train (S2, P2, R2), the third clutch C3, and the output shaft are arranged. An input shaft is arranged at the rotation center of the MAIN GEAR (main transmission) and is connected to the third clutch C3. A first connecting cylindrical shaft 17 is arranged on the outer periphery of the input shaft, and these two shafts are partition walls. 100 extends from the front gear (front transmission) through the inner circumference. The first planetary gear train and the second planetary gear train are arranged side by side in the axial direction, and the sun gear S2 of the second planetary gear train is connected to the first connecting cylindrical shaft 17 to become the first component, and the second planetary gear train. The planet carrier P2 of the first planetary gear train is connected to the ring gear R1 of the first planetary gear train and the hub of the third clutch C3 to become the second component, and the sun gear S1 of the first planetary gear train is the hub of the third brake B3. The planetary carrier P1 of the first planetary gear train is connected to the ring gear R2 of the second planetary gear train and is connected to the output shaft to become the third component.

The speed diagram of the MAIN GEAR (main transmission) in FIG. 4 is the same as that in FIG. The difference from the Simpson planetary gear of FIG. 3 is the meshing efficiency of the planetary gear. The reduction side is slightly worse than the C2-9AT using the Simpson planetary gear, but the overdrive side is slightly better. However, assuming that the torque of the input shaft is 1, a large torque of 2.498 acts on the sun gear S2 of the first component at the first forward speed. Further, due to the force balance, the torque of the sun gear S1 becomes 2.679, which is 1.9 times the torque 1.315 of the sun gear S2 of the Simpson planetary gear and 1.97 times of the torque 1.362 of the sun gear S1. Usually, the number of planetary gears is four, but the number of planetary gears is six times 1.5, and the tooth width must be increased to increase the strength. Although this is disadvantageous than C2-9AT using the Simpson planetary gear of FIGS. 3 and 8, C3-9AT having high overdrive planetary gear efficiency can be applied to a vehicle that is mainly driven at high speed. .

<C3-9AT (P1-R2, R1-P2) -FF (T / C)>
FIG. 9 is a structural diagram conceptually designed from the schematic diagram of the FF of FIG. 4 with the input power from the prime mover as 300 Nm and the torque converter 200 a as the starting device. The total length is 400 mm, which is the same as C2-9AT using Simpson planetary gears, and there is a possibility that mounting will be problematic as FF, so the structure of 390 mm in FIG. 10 using a fluid coupling 200b instead of the torque converter 200a is adopted. Alternatively, if the structure of 350 mm in FIG. 11 with the first brake B1 as the starting device is used as the prime mover directly connected using the rotation fluctuation absorbing damper 200c, it can be sufficiently used for the FF. FIG. 9 differs from FIG. 8 of C2-9AT only in the combination of the two planetary gear trains of the main transmission, and the other description is omitted. The details of the main transmission are shown in FIG.

  In FIG. 9 and FIG. 16 showing the details of the main transmission arranged in front of the partition wall 100, the transmission case 1b is closed at the rear, the partition wall 100 is at the center in the axial direction, and the outer periphery is bolted 104. It is fastened integrally with the transmission case 1b. The partition wall 100 has an inverted L-shaped cylindrical shape with an inner peripheral portion protruding forward of the transmission, and an angular bearing 4e is fixed to the outer periphery of the inner peripheral cylindrical portion with a screw 5a on the back surface. Is supported. In front of the output counter gear 5, a first planetary gear train 10 and a second planetary gear train 20 are arranged in the axial direction, and further, a third clutch C3 is arranged in front thereof. The plurality of planetary gears 12 of the first planetary gear train 10 meshes with the ring gear 13 (R1) and the sun gear 11 (S1), and is held by the planet carrier 14 (P1). The planet carrier 14 (P1) includes side members 14a and 14b and a shaft support member of the planetary gear 12. A connecting member 25 is welded to the side member 14a at the outer periphery, and the connecting member 25 is a tooth portion of the output counter gear 5. To the planetary carrier 14 (P1) and the output counter gear 5. The ring gear 23 (R2) of the second planetary gear train 20 is welded to the other side member 14b to connect the planet carrier 14 (P1) and the ring gear 23 (R2). In the sun gear 11 (S1), a cylindrical second connecting cylindrical shaft 18 is spline-connected to the inner periphery, and the ring gear 13 (R1) passes through the outer peripheral side of the second planetary gear train 20, and the second planetary gear. The connecting member 25 welded to the side member 24b in front of the row 20 is welded, and the connecting member 25 locks the friction member (drive plate) 71 of the third clutch C3 on the outer periphery of the second planetary gear row 20. The plurality of planetary gears 22 of the second planetary gear train 20 mesh with the ring gear 23 (R2) and the sun gear 21 (S2) and are held by the planet carrier 24 (P2). The planet carrier 24 (P2) is composed of shaft members of the side members 24a and 24b and the planetary gear 22. The side member 24a on the partition wall 100 side is a bush 4o arranged on the inner periphery, and the sun gear 21 (S2). Is supported by a first connecting cylindrical shaft 17 that is spline-connected at the inner periphery thereof. An input shaft 3 is arranged at the shaft center of the main transmission, and the input shaft 3 supports a cylindrical first connecting cylindrical shaft 17 with a bush 4c. Further, the side member 14a on the partition wall 100 side of the planet carrier 14 (P1) of the first planetary gear train 10 is connected to the output counter gear 5 by spline connection between the spigot portion Y and the tooth portion, and on the inner peripheral side of the partition wall 100. It is bent into an L shape, and a cylindrical second connecting cylindrical shaft 18 is supported by a bush 4m. The reason why the second connecting member 18 is not supported by the first connecting cylindrical shaft 17 that is easy to support the shaft is that the second connecting cylindrical shaft 18 rotates extremely high, and the first connecting cylindrical shaft 17 rotates reversely, Since the relative rotational speed may be excessive, the side member 14a integrated with the second connecting cylindrical shaft 18 of the fourth component and the output counter gear 5 of the third component located next to the velocity diagram is the shaft. If it supports, it can arrange | position so that a relative rotational speed may become the minimum. This shaft support structure is the same structure as the C2-9AT described in FIGS.

The third clutch C3 disposed in front of the second planetary gear train 20 has a friction that is engaged with the clutch drum 74 welded to the input shaft 3 and the side member 24a of the side member 24a of the planetary carrier 24 (P2). A member (drive plate) 71, a friction member (driven plate) 72a locked to the clutch drum 74, an end plate 72b whose axial direction is regulated by the retaining ring 73, and a piston that presses the friction members 71 and 72a 75, a canceller plate 76 for canceling the centrifugal hydraulic pressure in the working chamber of the piston 75, and a return spring 78 for returning the piston 75 to the open state, and the input planet 3 and the first planetary gear train as the second component. Fastening and release of the planetary carrier 24 (P2) of the second planetary gear train 20 connected to the ten ring gears 13 (R1) Responsible. The friction members 71 and 72a are arranged on the outer periphery of the second planetary gear train 20, and in the working chamber between the clutch drum 74 and the piston 75 and between the piston 75 and the canceller plate 76, the holding member 2b is provided. Hydraulic oil is supplied from the outer periphery of the boss portion to form a hydraulic servo.

The gear ratio of the first planetary gear train 10 is (ZR1 / ZS1 = 2.800), and the gear ratio of the second planetary gear train 20 is (ZR2 / ZS2 = 2,000). The ring gear 13 (R1) is considerably larger than the ring gear 23 (R2) of the second planetary gear train 20. If the friction members 71 and 72 of the third clutch C3 are arranged on the outer periphery of the ring gear 23 (R2) of the small second planetary gear train 20, the axial direction can be shortened. This structure is the same as the C2-9AT described in FIGS. Note that the outer diameter of the clutch drum 74 of the third clutch C3, which is the maximum outer diameter in the main transmission, and the outer diameter of the ring gear 13 (R1) of the first planetary gear train 10 are substantially the same. The large gear 8 arranged on the output shaft does not interfere.

<C1-9AT (P1-P2, R1-S2) -FF (F / C)>
<C3-9AT (P1-R2, R1-P2) -FF (F / C)>
6 and 10 show a case where a fluid coupling 200b is used instead of the torque converter 200a as the starting device shown in FIGS. When the fluid coupling 200b is used, the axial length is 10 mm shorter than that of the torque converter 200a. The main transmission, the front transmission, the relay shaft 7, and the differential 9 in FIGS. 6 and 10 are all the same as those in FIGS. 6 and 10, the input shaft 3 is a bearing 4 a using a needle bearing, which is disposed on a holding member 2 c in which the length of the holding member that holds the wheel stator of the torque converter 200 a in FIGS. 5 and 9 is shortened. It is supported by. Although there are few practical examples using a fluid coupling for AT, in the present invention in which the gear width value exceeds 9 by dividing the speed ratio of the lowest speed stage by the speed ratio of the highest speed stage, a torque converter having a torque amplifying function is provided. Even if it is not used, sufficient traction force can be secured. In particular, in the structure shown in FIGS. 8 and 9, when a torque converter is used, the axial length of the transmission becomes as large as 400 mm, which may make it difficult to mount the transmission on a vehicle. Generally, a torque converter used in a passenger car or a lock-up clutch of a fluid coupling has a structure in which a friction member on the turbine side is pressed against a front cover by a hydraulic pressure inside a torus to directly connect a prime mover. In this structure, there are two oil passages to the outside, and a friction member is attached to the lock-up piston, so that there is an advantage that it can be made simple and compact. However, as the speed ratio between the turbine and the pump impeller approaches 1, the lock-up clutch engagement time becomes longer, and there is a problem that it is impossible to engage at the time of reverse drive exceeding 1, so a lock-up from a low speed stage is required. It is not suitable for multistage automatic transmissions that aim to significantly improve fuel efficiency. Therefore, a lock-up clutch with an independent hydraulic chamber is required, but three external oil passages are required, the axial direction of the friction transmission portion becomes long, and it is not suitable for FF. This problem has been solved by Japanese Patent Application Laid-Open No. 2008-196660 proposed by the applicant of the present application. The torque converter 200a shown in FIGS. 5, 8, 9, and 12 and the lock-up clutch of the fluid coupling used in FIGS. It is. The seal between the lock-up piston and the front cover is a check valve structure, the oil passage to the outside is made into two passages, a slit is provided on the outer periphery of the pump impeller and the friction member is locked, and in particular, In the torque converter 200a, the position of the one-way clutch and the needle bearing is increased to the outer diameter, so that the torque converter 200a is more compact than the torque converter used in a conventional passenger car. When the lockup clutch is an independent piston type in the fluid coupling, normally three oil passages are required from the outside, but there is no wheel stator that divides the passage, so it is difficult to secure these three passages. Become. Therefore, the value of the fluid coupling 200b of the present application, in which the seal is a two-passage with a check valve structure and does not require a thrust bearing inside, is great. In the embodiment of the present application, the fluid coupling is used for C1-9AT and C3-9AT, but naturally, it can also be used for C2-9AT.

<C1-9AT (P1-P2, R1-S2) -FF (D / R)>
<C3-9AT (P1-R2, R1-P2) -FF (D / R)>
7 and 11 show that the first brake B1 is connected directly to the prime mover by a rotation fluctuation absorbing damper 200c instead of the torque converter 200a as the starting device shown in FIGS. 5 and 9, as described in the paragraph “0056”. Is a starting device. In FIG. 7 of C1-9AT, the axial length is 320 mm, and in FIG. 11 of C3-9AT, 350 mm, which is more compact than the conventional 4AT. Of course, the cost is also reduced and it can become a promising advanced AT form. As described above, the applicant of the present invention has proposed in Japanese Patent Application Laid-Open No. 2009-236234 an invention in which the brake to be engaged at the starting stage is slid to form a starting device. The gear width value obtained by dividing the speed ratio of the lowest speed stage by the speed ratio of the highest speed stage according to the present invention is 9.78 for C1-9AT in FIG. 1 and C3-9AT in FIG. 9AT and C3-9AT in FIG. 4 are 9.19, 1.4 to 1.6 times larger than 6-8AT currently in practical use. Nevertheless, as described in the paragraph “0056”, the torque capacity of the brakes engaged at the first forward speed and the reverse speed of the starting stage is as small as less than half of those 6 to 8 ATs. This characteristic is unique to C1, C2, and C3-9AT, and is optimal for the structure of JP2009-236234A. 7 and 11, the input shaft 3 connected to the rotation fluctuation absorbing damper 200c directly drives the charging pump, and uses the needle bearing disposed on the holding member 2c disposed on the rear portion of the charging pump. It is supported by a bearing 4a. As described above, the first brake B1 as a starting device is arranged on the outer periphery of the transmission case 1b, and a plurality of through holes are provided in the central circumferential portion of the same diameter of the friction members arranged alternately. Slip control was performed, and cooling oil was supplied to the through hole from the side surface of the end of the friction member. In the embodiment of the present application, this structure is used for C1-9AT and C3-9AT, but it can be used for C2-9AT.

<C2-9AT (S1-S2, R1-P2) -FR>
FIG. 12 is a structural diagram conceptually designing the FR schematic diagram of FIG. 3 using a torque converter as a starting device. The planetary gear train applicable to the FR main transmission is C3-9AT shown in the FR schematic diagram of FIG. 4 in addition to C2-9AT. The arrangement of the main transmission and the front transmission is not limited by the length in the axial direction in the FR, and various forms are possible. However, the main transmission and the front transmission are separated by the partition 100 and the partition 100 is separated. The structure described in claims 1 and 3 in which the hydraulic servo of the third brake B3 of the main transmission is arranged is simplified. Even in the case of FR, when the volume is increased, the weight is increased, so that a certain degree of compactness is required. Therefore, the front transmission is structured as described in claim 5 in which each friction member is arranged on the outer periphery of the planetary gear train, and the main transmission is arranged on the outer periphery of the planetary gear train in the third clutch C3. The structure described in claim 8 is provided. For the FR type of C2-9AT, the overall arrangement and the structure and arrangement of the front transmission in the schematic diagram of FR in FIG. 3 are explained in the above paragraph “0074”, and the structure of the main transmission is explained in paragraph “0075”. Explains the arrangement. Similarly, the FR type of C3-9AT explains the schematic diagram of the FR of FIG. 4 in paragraphs “0083” and “0084”. 3, 4, and 12 use the torque converter 200 a as a starting device, but naturally the fluid coupling 200 b is used instead of the torque converter, or the first brake B <b> 1 is used using the rotation fluctuation absorbing damper 200 c. It can be a starting device.

  In FIG. 12, the transmission case 1d has an integral shape, holds the torque converter 200a at the front, and supports the output shaft 3c with bearings 4i and 4h at the rear. Holding members 2a and 2b that separate the dry torque converter side and the wet transmission side are integrally fastened with bolts at the front of the transmission case 1d, and the main transmission and the front transmission are at the center. The partition wall 100 separating the devices is integrally splined. A prime mover (not shown) is disposed on the left front side of the transmission, and power is input to the transmission via the torque converter 200a. The input shaft 3a connected to the output portion of the torque converter 200a is pivotally supported by bearings 4a and 4b disposed on the holding members 2a and 2b, and is adjacent to the holding members 2a and 2b. The shared clutch drum of C2) is welded. An input shaft 3b splined to the input shaft 3a is disposed at the rotation center of the transmission, and is supported at the output shaft 3c by a bearing 4d at the rear end, and a clutch drum of the third clutch C3 is welded. . Here, the input shafts 3a and 3b are connected to the first and second clutches (C1 and C2) at the front end of the transmission and are connected to the third clutch C3 at the rear end. A first coupling cylindrical shaft 17 supported by a bearing 4c is disposed on the outer periphery of the input shaft 3b. The first connecting cylindrical shaft 17 connects the output component of the front transmission and the first component of the main transmission through the inner periphery of the partition wall 100.

A FRONT GEAR (front transmission) unit disposed in front of the partition wall 100 is, in order from the partition wall 100 in the axial direction, the one-way clutch OWC, the first brake B1, and the third planetary gear train 30 (S3, P3, R3). And the 4th planetary gear train 40 (S4, P4, R4), the 2nd clutch C2, and the 1st clutch C1 are arranged. The third planetary gear train 30 and the fourth planetary gear train 40 are simple planetary gears. The sun gear S3 of the third planetary gear train 30 is integrally formed with the sun gear S4 of the fourth planetary gear train 40, and the third planetary gear train. 30 ring gears R3 are extended to the inner periphery on the partition wall 100 side, and are spline-connected to the first connecting cylindrical shaft 17. A side member on the fourth planetary gear train 40 side of the planetary carrier P3 of the third planetary gear train 30 is extended to the vicinity of the partition wall 100 on the outer periphery of the third planetary gear train, and the friction member of the first brake is engaged on the outer periphery. In addition, the outer race of the one-way clutch OWC is splined to the inner periphery between the third planetary gear train 30 and the partition wall 100. The sun gears S3 and S4 of the integrally formed third and fourth planetary gear trains 30 and 40 include the outer periphery of the fourth planetary gear train 40 and the second gears between the third planetary gear train 30 and the fourth planetary gear train 40. A hub extending around the outer periphery of the first and second clutches (C1, C2) is splined to lock the friction members of the second clutch (C2) and the second brake (B2). The side member on the front side of the planet carrier P4 of the fourth planetary gear train 40 is extended to the inner periphery, spline-connected to the first connecting cylindrical shaft 17, and welded to the ring gear R4 of the fourth planetary gear train 40. The hub engages the friction member of the first clutch (C1) at the outer peripheral front portion of the fourth planetary gear train 40.

In the first and second clutches (C1, C2), friction members are arranged in the axial direction and arranged on the outer periphery of the fourth planetary gear train 40. The second clutch (C2) is a pull type and the first clutch (C1) is pushed. This is a double clutch that is the type, and has the same structure as the first and second clutches (C1, C2) of FIGS. 5 and 13, and is the same as that described in the paragraph “0064”. Here, the first clutch (C1) can input the rotation of the input shaft 3a to the ring gear R4 of the fourth planetary gear train 40, and the second clutch (C2) is integrally formed with the rotation of the input shaft 3a. It is possible to input to the sun gears S3 and S4 of the third and fourth planetary gear trains 30 and 40. A second brake B2 is disposed on the outer periphery of the first and second clutches (C1, C2), a hydraulic servo is disposed on the holding member 2a at the front end, and a friction member is engaged with the inner peripheral spline of the transmission case 1d. The Here, the second brake B2 makes it possible to brake the sun gears S3 and S4 of the integrally formed third and fourth planetary gear trains 30 and 40. The partition wall 100 has a T-shaped cross section, the inner periphery extends to the vicinity of the first connecting cylindrical shaft 17, the front of the inner periphery is formed into an inverted L shape, and the one-way clutch OWC is formed on the outer periphery of the inverted L shape. The one-way clutch OWC is arranged between the inner race and the outer race connected to the planet carrier P3 of the third planetary gear train 30 by spline connection. The outer peripheral drum portion of the partition wall 100, which is the front of the T-shape, extends on the outer periphery of the three planetary gear train 30 and is splined to the inner periphery of the transmission case 1d so as to be integrated with the transmission case 1d. The friction member of the first brake B1 is engaged with the drum portion, and the hydraulic servo of the first brake B1 is arranged on the partition wall 100 on the outer peripheral portion of the one-way clutch OWC. Here, the first brake B1 makes it possible to brake the planet carrier P3, and the one-way clutch OWC plays a role of rotating the planet carrier P3 of the third planetary gear train 30 only in the same direction as the rotation of the input shaft. As shown in claims 9 and 10, the friction member of the first brake B1 in FIG. 12 is provided with a plurality of through holes in the central circumferential portion of the same diameter, and is cooled from the end side surface of the friction member to the through holes. It is structured to supply oil, but this is a structure that assumes the case where the one-way clutch OWC is not mounted. By arranging the friction member in a wide space on the outer periphery of the three planetary gear train 30, the first This realizes a cooling structure that can cope with heat generated by slippage of one brake B1. The second brake B2 also has a structure in which a space for arranging the friction member can be widened, a plurality of through holes are provided in the central circumferential portion of the same diameter, and cooling oil is supplied to the through holes from the side surfaces of the end portions of the friction members. I can take it.

A MAIN GEAR (main transmission) unit disposed behind the partition wall 100 includes, in order from the partition wall 100 in the axial direction, the third brake B3, the first planetary gear train 10 (S1, P1, R1), and the second planetary gear. The row 20 (S2, P2, R2), the third clutch C3, and the output shaft 3c are arranged. The first planetary gear train 10 and the second planetary gear train 20 are simple planetary gears, and the sun gear S1 of the first planetary gear train 10 serving as the fourth component is integrally formed with the sun gear S2 of the second planetary gear train 20, A hub (second connecting cylindrical shaft) 18 that locks the friction member of the third brake B3 is splined to the partition wall 100 side of the first planetary gear train 10 in front of the sun gear S1. The planetary carrier P1 of the first planetary gear train 10 serving as the third component has a side member on the partition wall 100 side extended in the outer peripheral direction, and passes through the outer peripheral portions of the first planetary gear train 10 and the second planetary gear train 20. The output shaft 19 is splined to the output drum 19 welded immediately below the parking gear 6a of the output shaft 3c. The ring gear R2 of the second planetary gear train 20 serving as the first component is spline connected to the first connecting cylindrical shaft 17 at the rear, and the planet carrier P2 of the second planetary gear train 20 serving as the second component is These side members are spun on the outer periphery of the second planetary gear train, spline-coupled to the ring gear R1 of the first planetary gear train 10 that is rearwardly stretched, and the friction member of the third clutch C3 is locked.

The T-shaped partition wall 100 locks the friction member of the third brake B3 to the drum on the outer periphery of the rear portion, and the hydraulic servo of the third brake B3 is arranged from the inner periphery to the outer periphery of the partition wall 100. Here, the third brake B3 enables the sun gears S1 and S2 to which the first and second planetary gear trains 10 and 20 are connected to be braked. As described in the paragraph “0056”, the third brake B3 does not need to be slipped. Therefore, as a specification for increasing the fastening surface pressure of the friction member, a piston that presses the friction member from the inner periphery to the outer periphery of the partition wall 100 is arranged. As a result, the pressure receiving area is increased, the fastening force is increased, the number of friction members and the friction area can be reduced and the arrangement can be made compact, and accompanying loss can be reduced. In the third clutch C3, the drum welded to the rear end of the input shaft 3b extends to the outer periphery of the second planetary gear train 20 and locks the friction member, and the rotation of the input shaft is rotated by the ring of the first planetary gear train 10. It is possible to input to the planet carrier P2 of the second planetary gear train 20 connected to the gear R1. The hydraulic oil for the third clutch C3 is provided to the output shaft 3c and the input shaft 3b from the sleeve 2d disposed between the bearings 4i and 4h that support the output shaft 3c at the rear of the transmission case 1b. Supplied through oil hole.

1a Torque converter case 1b Transmission case 2a, 2b, 2c Holding member 3 Input shafts 4a-4p Bearings 10, 20, 30 Planetary gear train 17 First connecting cylindrical shaft 18 Second connecting cylindrical shaft 100 Bulkhead 200a Torque converter 200b Fluid coupling 200c Rotational fluctuation absorbing damper
C1, C2, C3 Clutch B1, B2, B3 Brake

Claims (10)

A third planetary gear train (30) and a fourth planetary gear train (40) composed of four components A, B, C, and D are arranged side by side in the axial direction, and the first clutch (C1 ), The rotation of the input shaft can be input, the component B is an output component, the first brake (B1) is disposed on the component C, and the brake can be performed. The component D is the second clutch (C2). The rotation of the input shaft can be input via the second brake (B2) and the second brake (B2, B2) can be used for braking, and the first and second clutches (C1, C2) and the first and second brakes (B1, B2). ) Is selectively fastened so that the component B obtains a direct-coupled rotation of the input shaft, two types of decelerated rotation, and one type of reverse rotation, and can be braked. Equipment,
The first and second planetary gear trains (10, 20) in which the first, second, third and fourth components are arranged in order on the common velocity diagram, the third clutch (C3), and the second A main transmission having three brakes (B3),
An output component of the front transmission is connected to the first component of the main transmission via a first connecting cylindrical shaft (17), and a third clutch (C3) is connected to the second component. The rotation of the input shaft can be input, the third brake (B3) is arranged on the fourth component to enable braking, and any one of the first, second and fourth components can be controlled. A multi-stage automatic transmission that outputs a third component to obtain 9 forward speeds and 1 reverse speed by selectively regulating the rotational speed,
The input shaft is disposed at the center of rotation of the main transmission and the front transmission, and at one end of a transmission case that houses the main transmission and the front transmission, the input shaft and the first and second clutches (C1, C2) are connected, and at the other end excluding the output shaft, the input shaft and the third clutch (C3) are connected,
Around the input shaft, a first connecting cylindrical shaft (17) for connecting the first component of the main transmission and the output component of the front transmission is disposed,
A partition wall (100) integrated with the transmission case is provided to separate the main transmission or the main transmission excluding the third brake (B3) and a front transmission, and a first connecting cylindrical shaft (17). A multi-speed automatic transmission of 9 forward speeds and 1 reverse speed, in which the hydraulic servo of the friction member of the third brake (B3) is arranged on the partition wall (100). The main transmission and the front transmission excluding the third brake (B3) are arranged in the axial direction from the front of the multi-stage automatic transmission to which power is input, and the partition ( 100), an output counter gear (5) from which the power of the main transmission is output, first and second planetary gear trains (10, 20) constituting the main transmission, and a third clutch (C3), and behind the partition wall (100), first and second clutches (C1, C2) and first and second brakes (B1, B2) constituting the front transmission. And the third and fourth planetary gear trains (30, 40) and the third brake (B3) constituting the main transmission,
A third clutch (C3) disposed at the front end on the main transmission side, and a first and a first disposed on the rear end on the front transmission side through the inner periphery of the partition wall (100). The input shaft connected to the two clutches (C1, C2) is arranged at the rotation center, and the first component on the main transmission side and the output component on the front transmission side are connected around the input shaft. A first connecting cylindrical shaft (17), and a fourth component on the main transmission side and a third brake (B3) on the front transmission side around the first connecting cylindrical shaft (17). The multi-stage automatic transmission of 9 forward speeds and 1 reverse speed according to claim 1, wherein a second connecting cylindrical shaft (18) for connecting the two is connected. The main transmission and the front transmission are arranged in the axially opposite direction from the front of the multi-stage automatic transmission to which power is input, and the first transmission constituting the front transmission is arranged in front of the partition wall (100). And the second clutch (C1, C2), the first and second brakes (B1, B2), the third and fourth planetary gear trains (30, 40), and the rear of the partition wall (100) The first and second planetary gear trains (10, 20), the third clutch (C3), the third brake (B3), and the input shaft that constitute the main transmission are coaxial with the input shaft, The output shaft from which the power of the device is output,
A third clutch (C3) disposed at the rear end of the main transmission device and the first and first clutches disposed at the front end of the front transmission device, passing through the inner periphery of the partition wall (100). The input shaft connected to the two clutches (C1, C2) is arranged at the rotation center, and the first component on the main transmission side and the output component on the front transmission side are connected around the input shaft. The forward 9-speed reverse 1-speed multi-speed automatic transmission according to claim 1, wherein a first connecting cylindrical shaft (17) is arranged. The third and fourth planetary gear trains (30, 40) composed of the four components constituting the pre-speed device are constituted by simple planetary gears, and the ring gear (R4) of the fourth planetary gear train (40). ) As a component A, and the ring gear (R3) of the third planetary gear train (30) and the planet carrier of the fourth planetary gear train (40) are connected as a component B, and the third planetary gear train (30) The planet carrier (P3) of the third planetary gear is the component C, and the sun gear (S3) of the third planetary gear train (30) and the sun gear (S4) of the fourth planetary gear train (40) are connected to form the component D. ,
A third brake (B3), a third planetary gear train (30), a fourth planetary gear train (40), and a second clutch are arranged behind the partition wall (100) in the axial direction from the partition wall (100). (C2) and the first clutch (C1),
The fourth planetary gear train (40) is configured by sharing the clutch drums of the second clutch (C2) and the first clutch (C1) and arranging the friction members of the second clutch (C2) and the first clutch (C1) in the axial direction. The second brake (B2) is disposed on the radially outer peripheral side of the friction member of the second clutch (C2) and the first clutch (C1), and the third planetary gear train (30) The friction member of the third brake (B3) is disposed on the radially outer peripheral side, and the first brake (B1) is disposed on the radially outer peripheral side of the friction member of the third brake (B3),
Behind the fourth planetary gear train (40), the planet carrier (P4) of the fourth planetary gear train (40) extends in the inner circumferential direction and is connected to the first connecting cylindrical shaft (17), and the input shaft The first and second clutches (C1, C2) are connected to a common clutch drum, and the first and second clutches (C1, C2) are provided with hydraulic servos for the first and second clutches. A hydraulic servo of the second brake (B2) is arranged at the rear end portion of the transmission case on the radially outer peripheral side of (C1, C2), and the first clutch is disposed on the rear side of the fourth planetary gear train (40) in the radial outer peripheral side. The connecting member of the ring gear (R4) of the fourth planetary gear train (40) that locks the friction member of (C1) is extended and arranged,
Between the third planetary gear train (30) and the fourth planetary gear train (40), third and fourth planetary gear trains (for engaging the friction members of the second clutch (C2) and the second brake (B2)) ( 30 and 40) of the connected sun gears (S3, S4) are arranged extending in the outer circumferential direction, and the third planetary gear train (30) for locking the friction member of the first brake (B1) is arranged. The planetary carrier (P3) connecting member is extended and arranged in the outer circumferential direction,
In front of the third planetary gear train (30), a connecting member of the ring gear (R3) of the third planetary gear train (30) is extended in the inner circumferential direction and connected to the first connecting cylindrical shaft (17), The second connecting cylindrical shaft (18) that locks the friction member of the third brake (B3) extends to the outer periphery of the third planetary gear train (30), and is arranged.
The multi-stage automatic transmission with 9 forward speeds and 1 reverse speed according to claim 2, wherein hydraulic servos of the first and third brakes (B1, B3) are arranged on the partition wall (100). The third and fourth planetary gear trains (30, 40) composed of the four components constituting the pre-speed device are constituted by simple planetary gears, and the ring gear (R4) of the fourth planetary gear train (40). ) As a component A, and the ring gear (R3) of the third planetary gear train (30) and the planet carrier of the fourth planetary gear train (40) are connected as a component B, and the third planetary gear train (30) The planet carrier (P3) of the third planetary gear is the component C, and the sun gear (S3) of the third planetary gear train (30) and the sun gear (S4) of the fourth planetary gear train (40) are connected to form the component D. ,
A first brake (B1) or a one-way clutch (OWC), a third planetary gear train (30), and a fourth planetary gear train are arranged in front of the partition wall (100) in the axial direction from the partition wall (100). (40), the second clutch (C2), and the first clutch (C1),
The fourth planetary gear train (40) is configured by sharing the clutch drums of the second clutch (C2) and the first clutch (C1) and arranging the friction members of the second clutch (C2) and the first clutch (C1) in the axial direction. The second brake (B2) is disposed on the radially outer peripheral side of the friction member of the second clutch (C2) and the first clutch (C1), and the third planetary gear train (30) Arrange the friction member of the first brake (B1) on the radially outer peripheral side,
In front of the fourth planetary gear train (40), the planet carrier (P4) of the fourth planetary gear train (40) extends in the inner circumferential direction and is connected to the first connecting cylindrical shaft (17), and the input shaft The first and second clutches (C1, C2) are connected to a common clutch drum, and the first and second clutches (C1, C2) are provided with hydraulic servos for the first and second clutches. A hydraulic servo of the second brake (B2) is arranged at the front end of the transmission case on the radially outer side of (C1, C2), and the first clutch ( A connecting member of the ring gear (R4) of the fourth planetary gear train (40) for locking the friction member of C1) is extended and arranged;
Between the third planetary gear train (30) and the fourth planetary gear train (40), third and fourth planetary gear trains (for engaging the friction members of the second clutch (C2) and the second brake (B2)) ( 30 and 40) of the connected sun gears (S3, S4) are arranged extending in the outer circumferential direction, and the third planetary gear train (30) for locking the friction member of the first brake (B1) is arranged. The planetary carrier (P3) connecting member is extended and arranged in the outer circumferential direction,
After the third planetary gear train (30), the connecting member of the ring gear (R3) of the third planetary gear train (30) extends in the inner circumferential direction and is connected to the first connecting cylindrical shaft (17),
The multi-stage automatic transmission with 9 forward speeds and 1 reverse speed according to claim 3, wherein a hydraulic servo of the first brake (B1) or a one-way clutch (OWC) is arranged on the partition wall (100). The first and second planetary gear trains (10, 20) constituted by the simple planetary gears composed of the four components constituting the main transmission device have diameters that are coaxial with the first planetary gear train (10). The second planetary gear train (20) is arranged in the longitudinal direction on the outer peripheral side in the direction,
The sun gear (S2) of the second planetary gear train (20) is integrally formed with the ring gear (R1) on the radially outer peripheral side of the ring gear (R1) of the first planetary gear train (10). Connected to the first connecting cylindrical shaft (17), the planet carrier (P1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected to form a second configuration The element can be connected to the input shaft via a third clutch (C3), and the sun gear (S1) of the first planetary gear train (10) is connected to the second connecting cylindrical shaft (18) as a fourth component. A ring gear (R2) of the second planetary gear train (20) is connected to the output counter gear (5) as a third component;
Alternatively, the sun gear (S2) of the second planetary gear train (20) is arranged on the radially outer side of the ring gear (R1) of the first planetary gear train (10), and the first connecting cylinder is used as the first component. The third clutch is connected to the shaft (17) and the ring gear (R1) of the first planetary gear train (10) and the planet carrier (P2) of the second planetary gear train (20) are connected as a second component. (C3) is connectable to the input shaft, the sun gear (S1) of the first planetary gear train (10) is connected to the second connecting cylindrical shaft (18) as a fourth component, and the first planetary gear is connected. Connecting the planetary carrier (P1) of the row (10) and the ring gear (R2) of the second planetary gear train (20), and connecting to the output counter gear (5) as a third component;
In order from the bulkhead (100) in the axial direction, the output counter gear (5), the first planetary gear train (10) and the second planetary gear train (20) overlapping in the axial direction, a third clutch (C3), The second planetary gear train (20), the counter gear (6) of the relay shaft (7) meshing with the output counter gear (5), the pinion gear integrated with the relay shaft (7), and the pinion The forward 9-speed reverse 1-speed multi-speed automatic transmission according to claim 2, which is arranged in an axial gap (X) between a large gear (8) arranged on a differential carrier of an output shaft meshing with a gear. . The first and second planetary gear trains (10, 20) constituted by the simple planetary gears comprising the four components constituting the main transmission are the first planetary gear train (10) and the second planetary gear train. (20) is arranged in the axial direction,
The ring gear (R2) of the second planetary gear train (20) is connected to the first connecting cylindrical shaft (17) as a first component, and the ring gear (R1) and the second gear of the first planetary gear train (10) are connected. The planet carrier (P2) of the planetary gear train (20) is connected to be connected to the input shaft via the third clutch (C3) as the second component, and the sun gear (1) of the first planetary gear train (10) is connected. S1) and the sun gear (S2) of the second planetary gear train (20) are coupled to the second coupled cylindrical shaft (18) as a fourth component, and the planet carrier (1) of the first planetary gear train (10) P1) as a third component connected to the output counter gear (5),
Alternatively, the sun gear (S2) of the second planetary gear train (20) is connected to the first connecting cylindrical shaft (17) as the first component, and the first gear gear train (10) and the ring gear (R1) The planetary carrier (P2) of the two planetary gear train (20) is coupled so that it can be coupled to the input shaft via the third clutch (C3) as the second component, and the sun gear of the first planetary gear train (10) (S1) is connected to the second connecting cylindrical shaft (18) as a fourth component, and the planetary carrier (P1) of the first planetary gear train (10) and the ring gear (R2 of the second planetary gear train (20)). ) And connected to the output counter gear (5) as a third component,
The output counter gear (5), the first planetary gear train (10), the second planetary gear train (20), and the third clutch (C3) are arranged in the axial direction from the partition wall (100). The multi-speed automatic transmission with 9 forward speeds and 1 reverse speed according to claim 2, wherein the friction member of the third clutch (C3) is arranged on the radially outer peripheral side of the second planetary gear train (20). The first and second planetary gear trains (10, 20) constituted by the simple planetary gears comprising the four components constituting the main transmission are the first planetary gear train (10) and the second planetary gear train. (20) is arranged in the axial direction,
The ring gear (R2) of the second planetary gear train (20) is connected to the first connecting cylindrical shaft (17) as a first component, and the ring gear (R1) and the second gear of the first planetary gear train (10) are connected. The planet carrier (P2) of the planetary gear train (20) is connected to be connected to the input shaft via the third clutch (C3) as the second component, and the sun gear (1) of the first planetary gear train (10) is connected. S1) and the sun gear (S2) of the second planetary gear train (20) are connected to enable braking via the third brake (B3) as a fourth component, and the planet carrier of the first planetary gear train (10) (P1) is connected as a third component to the output shaft coaxial with the input shaft,
Alternatively, the sun gear (S2) of the second planetary gear train (20) is connected to the first connecting cylindrical shaft (17) as the first component, and the first gear gear train (10) and the ring gear (R1) The planetary carrier (P2) of the two planetary gear train (20) is coupled so that it can be coupled to the input shaft via the third clutch (C3) as the second component, and the sun gear of the first planetary gear train (10) (S1) can be braked via the third brake (B3) as the fourth component, and the planetary carrier (P1) of the first planetary gear train (10) and the ring gear (2) of the second planetary gear train (20) R2) and connected as a third component to the output shaft coaxial with the input shaft,
A third brake (B3), a first planetary gear train (10), a second planetary gear train (20), a third clutch (C3), and the output shaft in the axial direction from the partition wall (100). And the friction member of the third clutch (C3) is arranged on the radially outer peripheral side of the second planetary gear train (20). Automatic transmission.   At least one of the first brake (B1) and the second brake (B2) is provided with a plurality of through holes in the central circumferential portion of the same diameter of the friction member arranged alternately, and the side surface of the end portion of the friction member The multi-stage automatic transmission with 9 forward speeds and 1 reverse speed according to claim 4 or 5, wherein cooling oil is supplied to the through hole from the forward direction. The output shaft of the prime mover and the input shaft are directly connected via a rotation fluctuation absorbing damper (200C),
The first clutch (C1), the first brake (B1), the third brake (B3), or the second clutch (C2) that is engaged at the reverse speed, which is engaged at the first forward speed, which is the start position, at the time of start. The first brake (B1) and the third brake (B3) other than the first brake (B1) are engaged, the first brake (B1) is subjected to slip control, and the first brake (B1) is alternately arranged. The forward movement according to claim 4 or 5, wherein a plurality of through holes are provided in a central circumferential portion of the same diameter of the friction member, and cooling oil is supplied to the through holes from the side surface of the end of the friction member. Multi-speed automatic transmission with 1 reverse speed.

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