JP2015086892A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a multistage vertical type automatic transmission having a novel engagement structure between rotation elements, the engagement structure having a more simple construction of an oil-pressure-supply oil passage for each clutch and being capable of downsizing of the automatic transmission.SOLUTION: A vertical type automatic transmission 10 includes an input shaft 12, an output shaft 13, single pinion type first, second, third, and fourth gear sets PG1-PG4, first, second, and third clutches CL1-CL3, and first and second brakes BR1, BR2. The first and second gear sets are located nearer to one end in the axial direction than the third and fourth gear sets. An end, in the other end side in the axial direction, of an outer common rotation member 14 commonly used by the first, second, and third clutches is always engaged with a third sun gear. Each inner rotation member is always engaged with any one of rotation elements of the first and second gear sets. A fourth carrier and the output shaft are engaged with each other via a power transmission member 18 passing between a pair of fourth sun gears S4a, S4b separated into halves in the axial direction.

Description

  The present invention relates to an automatic transmission mounted on a vehicle, and belongs to the technical field of a vehicle transmission.

  An automatic transmission mounted on a vehicle generally includes a plurality of planetary gear sets (planetary gear mechanisms) and a plurality of hydraulic friction engagement elements such as clutches and brakes, and these friction engagement elements are selectively controlled by hydraulic control. By fastening, the power transmission path through each planetary gear set can be switched to achieve a plurality of forward shift speeds and typically one reverse speed speed. In order to improve the transmission performance and the transmission performance, it is required to increase the number of forward gears. For example, the vehicle has three planetary gear sets and six friction engagement elements, and two of these friction engagement elements are engaged. Thus, an automatic transmission that achieves eight forward speeds has been considered.

  However, in this configuration, there are four non-engaged frictional engagement elements at each gear position. Therefore, the sliding resistance between the friction plates in these frictional engagement elements or the viscosity of the lubricating oil between the friction plates. Due to the resistance or the like, the driving loss of the entire transmission increases, and there is a possibility that the effect of improving the fuel consumption performance due to the multi-stage is impaired.

  On the other hand, Patent Document 1 includes four planetary gear sets and five frictional engagement elements, and implements eight forward stages by selectively fastening three of these frictional engagement elements. An automatic transmission is disclosed, and according to this, since the number of non-engaged frictional engagement elements at each shift stage is two, the drive loss as described above is suppressed.

  Further, in this automatic transmission, since the four planetary gear sets are all single pinion type, the structure is simplified compared to the case of using a double pinion type planetary gear set, and the entire transmission may be made compact. There is.

Japanese Patent No. 4644700

  As shown in FIG. 17, the automatic transmission disclosed in Patent Document 1 arranges first, second, third, and fourth planetary gear sets PGa, PGb, PGc, and PGd from the input side (left side in the figure). The first clutch CLa is provided between the second and third planetary gear sets PGb and PGc, and the second clutch CLb and the third clutch CLc are provided on the outer peripheral side and the inner peripheral side between the third and fourth planetary gear sets PGc and PGd, respectively. In addition, the carrier of the first planetary gear set PGa and the ring gear of the fourth planetary gear set PGd are connected by a power transmission member x, and the ring gear of the second planetary gear set PGb and the sun gear of the third planetary gear set PGc are connected to the power transmission member y. To connect the carrier of the third planetary gear set PGc and the key of the fourth planetary gear set PGd. A rear has a configuration which is connected with the power transmission member z.

  According to such a configuration, the power transmission members x and y cover the outside of the first clutch CLa, and the power transmission members x and z cover the outside of the second and third clutches CLb and CLc. The clutches CLa, CLb, and CLc are located in a closed space surrounded by the planetary gear sets on both sides and the outer power transmission member.

  In this case, the oil passage for supplying hydraulic pressure to the clutch cannot be guided from the outer peripheral wall or vertical wall of the transmission case, or the boss portion extending along the axial center from the vertical wall, for example, a shaft that penetrates the planetary gear set For example, a member or a sleeve member is used to supply hydraulic pressure to the clutch through an oil passage that passes through the inside of the planetary gear set.

  For this reason, the hydraulic supply oil passage is long and complicated, the transmission becomes large, and the response of the shift control by the hydraulic supply / discharge is deteriorated. In addition, the number of communicating portions of the oil passage between the relatively rotating members is increased, and the amount of hydraulic oil leaked from the seal mechanism at these communicating portions is increased. This leads to an increase in the size of the machine and a deterioration in the response of shift control due to leakage.

  Therefore, in the automatic transmission of Patent Document 1, in order to simplify the configuration of the hydraulic pressure oil passage to each clutch, the connection relationship between the rotating elements of each planetary gear set and the relationship between these rotating elements and the frictional engagement elements. Even if a part of the automatic transmission is to be changed, in general, the structure of the automatic transmission has to be created from the beginning because a part of the change extends to other parts.

  In that case, when the newly created automatic transmission is a vertical installation type, the connection structure between the coaxially arranged input shaft and output shaft and the rotating element of the planetary gear set is simplified, and the entire automatic transmission is It is requested to reduce the size.

  The present invention addresses the above-mentioned problems associated with the multi-stage automatic transmission, and in a vertical automatic transmission including four planetary gear sets and three clutches, hydraulic supply oil passages to the clutches This simplifies the configuration of the gearbox to suppress the deterioration of the responsiveness of the shift control and the enlargement of the transmission, and particularly in the configuration in which the carrier of any planetary gear set is connected to the output shaft, the axial direction of the planetary gear set When there is a power transmission member connected to the sun gear on the output side, an object is to realize a new connection structure of each rotating element and reduce the size of the automatic transmission.

  In order to solve the above-described problems, an automatic transmission according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
In the transmission case, on the same axis,
An input shaft coupled to the drive source;
An output shaft coupled to the differential mechanism;
Both are single pinion type planetary gear sets, which are a first planetary gear set having a first sun gear, a first ring gear and a first carrier, a second sun gear, a second planetary gear set having a second ring gear and a second carrier, a third A third planetary gear set having a sun gear, a third ring gear and a third carrier, and a fourth planetary gear set having a fourth sun gear, a fourth ring gear and a fourth carrier;
First, second and third clutches;
First and second brakes;
A vertical-type automatic transmission equipped with
The first sun gear and the fourth sun gear are always connected,
The first ring gear and the second sun gear are always connected,
The second carrier and the fourth carrier are always connected,
The third carrier and the fourth ring gear are always connected,
The input shaft is always connected to the first carrier,
The output shaft is always connected to the second carrier and the fourth carrier,
The first clutch connects and disconnects the input shaft and the first carrier and the third sun gear,
The second clutch connects and disconnects the first ring gear and the second sun gear and the third sun gear;
The third clutch connects and disconnects the second ring gear and the third sun gear;
The first brake connects and disconnects the third ring gear and the transmission case;
The second brake is configured to connect / disconnect between the first sun gear and the fourth sun gear and the transmission case,
The first and second planetary gear sets are arranged on one end side in the axial direction with respect to the third and fourth planetary gear sets,
Outer and outer rotating members that are coupled / separated according to the supply / discharge of hydraulic pressure of the first, second, and third clutches are integrated with each other, and are shared by the first, second, and third clutches. And the other end of the outer shared rotating member in the axial direction is always connected to the third sun gear.
The inner rotary member of the first clutch is always connected to the input shaft and the first carrier,
The inner rotating member of the second clutch is always connected to the first ring gear and the second sun gear,
An inner rotating member of the third clutch is always connected to the second ring gear; and
The fourth sun gear is divided into two in the axial direction, and the fourth carrier and the output shaft are connected to each other via a power transmission member passing between the pair of fourth sun gears. And

The invention according to claim 2 is the invention according to claim 1,
The outer shared rotating member is provided such that an outer peripheral surface directly faces an inner peripheral surface of an outer peripheral wall in the transmission case,
The hydraulic oil supply passages from the transmission case to the first, second, and third clutches are mutually connected from the transmission case side to the inner peripheral surface of the case outer peripheral wall and the outer peripheral surface of the outer shared rotating member. It is provided so that it may communicate with each said clutch via between opposing surfaces.

Further, the invention according to claim 3 is the invention according to claim 1 or 2,
In the axial direction, a first planetary gear set, a second planetary gear set, a third planetary gear set, and a fourth planetary gear set are arranged in order from the drive source side.

The invention according to claim 4 is the invention according to claim 1 or 2,
Of the first, second, third, and fourth planetary gear sets, the third planetary gear set is disposed on the most counter-drive source side in the axial direction.

Furthermore, the invention according to claim 5 is the invention according to any one of claims 1 to 4,
Of the first, second and third clutches and the first and second brakes,
First speed is formed when the first clutch, the first brake and the second brake are engaged,
Second speed is formed when the second clutch, the first brake and the second brake are engaged,
Third speed is formed when the first clutch, the second clutch and the first brake are engaged,
When the second clutch, the third clutch and the first brake are engaged, the fourth speed is formed,
When the first clutch, the third clutch and the first brake are engaged, the fifth speed is formed,
When the first clutch, the second clutch, and the third clutch are engaged, a sixth speed with a reduction ratio of 1 is formed,
Seventh speed is formed when the first clutch, the third clutch and the second brake are engaged,
When the second clutch, the third clutch and the second brake are engaged, the eighth speed is formed,
A reverse speed is formed when the third clutch, the first brake, and the second brake are engaged.

  According to the first aspect of the present invention, the outer rotating members of the first, second, and third clutches that are common in that one of the connecting and disconnecting members is the third gear are integrated and shared by these clutches. The outer shared rotating member is always connected to the third sun gear, the inner rotating member of the first clutch is always connected to the input shaft and the first carrier, and the inner rotating member of the second clutch. Is always connected to the first ring gear and the second sun gear, and the inner rotating member of the third clutch is always connected to the second ring gear. Therefore, the first and second planetary gear sets can be arranged inside these three clutches. it can.

  That is, the first, second, and third clutches can be arranged in the transmission case in a state that is not surrounded by the planetary gear set, other power transmission members, or the like, that is, in a non-closed state. Therefore, all of the hydraulic pressure supply paths to the first, second, and third clutches can be provided through the outer shared rotating member from the transmission case without passing through the inside of the planetary gear set.

  Thereby, for example, as in the conventional automatic transmission shown in FIG. 17, the first, second, and second clutches are arranged in a closed space surrounded by a planetary gear set, a power transmission member, and the like. The hydraulic oil supply path to the third clutch can be configured to be short and simple, and the increase in the size of the transmission due to the multi-stage and the deterioration of the response of the shift control due to the hydraulic supply / discharge can be suppressed. Become.

  In addition, the communication part of the oil passage between the relatively rotating members can be reduced, and the amount of hydraulic fluid leaked from the communication part is reduced, which also increases the size of the transmission by increasing the size of the pump. In addition, the deterioration of the responsiveness of the shift control due to leakage is suppressed.

  In particular, according to the vertical automatic transmission according to the present invention, the fourth planetary gear set is a double sun gear type, and the fourth sun gear is divided into two in the axial direction, and between the pair of fourth sun gears. The fourth carrier and the output shaft are connected to each other through a power transmission member that passes through. Therefore, even if the power transmission member for connecting the fourth sun gear and the second brake is arranged on the axial output side of the fourth carrier, the power transmission member does not interfere with the power transmission member. A large detour structure for avoiding interference with the motor (for example, a power transmission shaft parallel to the output shaft is newly added, and power is transmitted from the fourth carrier to the output shaft via the power transmission shaft. The fourth carrier can be connected to the output shaft with a simple configuration without providing a simple detour path structure. Accordingly, it is possible to reduce the size of the entire automatic transmission, and it is possible to realize good mountability in the engine room.

  According to the invention of claim 2, the outer shared rotating member is provided such that an outer peripheral surface thereof directly faces an inner peripheral surface of an outer peripheral wall of the transmission case, and the first, The hydraulic oil supply passages to the second and third clutches are communicated with the clutches through the opposing surfaces of the inner peripheral surface of the transmission case outer peripheral wall and the outer peripheral surface of the outer shared rotating member. Therefore, the hydraulic supply oil passages to the first, second, and third clutches can be specifically shortened or simplified.

  According to the third aspect of the present invention, the first, second, third, and fourth planetary gear sets are arranged side by side in order from the drive source side, and in particular, between the first ring gear and the second sun gear. The connection between the rotating elements of the planetary gear set, such as the connection between the rotating elements of the planetary gear set, especially the connection between the third clutch and the third sun gear, etc. are both simple and compact. It can be realized with simple handling. Therefore, the entire automatic transmission can be effectively downsized.

  On the other hand, according to the fourth aspect of the present invention, the first, second, third, and fourth planetary gear sets can be connected to and disconnected from the third ring gear of the third planetary gear set that is disposed closest to the drive source side. A second brake coupled to the fourth sun gear on the counter-drive source side of the fourth planetary gear set disposed on the second counter-drive source side in a connectable manner. It becomes easy to arrange adjacent on the side. Therefore, it becomes possible to integrate the components of the first and second brakes, such as a brake cylinder, for example, thereby reducing the number of components and improving the assemblability.

  According to the fifth aspect of the present invention, the content of the shift control of the automatic transmission according to the present invention is realized, and as described above, the increase in size as a whole and the deterioration of the response of the shift control are suppressed. However, an automatic transmission with 8 forward speeds and 1 reverse speed is realized.

1 is a schematic diagram of an automatic transmission according to a first embodiment of the present invention. 3 is a fastening table of frictional engagement elements of the automatic transmission. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the first speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the second speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram showing a fastening state of a frictional engagement element at the third speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the fourth speed. FIG. 6 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the fifth speed. FIG. 6 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the sixth speed. FIG. 6 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the seventh speed. FIG. 7 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the eighth speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at a reverse speed. It is a table | surface of the example of the number of teeth of the gear which comprises a planetary gear set. It is a table | surface which shows the reduction ratio and gear step in the case of the number of teeth example of FIG. It is a skeleton diagram of an automatic transmission concerning a 2nd embodiment. It is a skeleton diagram of an automatic transmission concerning a 3rd embodiment. It is a skeleton diagram of an automatic transmission concerning a comparative example. It is a skeleton diagram showing a conventional example of an automatic transmission with eight forward speeds.

  Embodiments of the present invention will be described below.

  FIG. 1 is a skeleton diagram showing a configuration of an automatic transmission 10 according to the first embodiment of the present invention. The automatic transmission 10 is arranged on a drive source side (left side in the figure) in a transmission case 11. A vertical automatic transmission having an input shaft 12 as an input member and an output shaft 13 as an output member disposed on the counter drive source side (right side in the figure). The input shaft 12 and the output shaft 13 are arranged on the same axis. First, second, third, and fourth planetary gear sets (hereinafter simply referred to as “gear sets”) PG1, PG2, PG3, and PG4 are disposed on the axis of the input shaft 12 and the output shaft 13 from the drive source side. Has been.

  In addition, first, second, and third clutches CL1, CL2, and CL3 are disposed on the outer side in the radial direction of the first and second gear sets PG1 and PG2 in the transmission case 11 from the drive source side. In addition, a first brake BR1 is disposed in the vicinity of the third gear set PG3, and a second brake BR2 is disposed in the vicinity of the fourth gear set PG4. Of the above-described components of the automatic transmission 10 (the first to fourth gear sets PG1 to PG4, the first to third clutches CL1 to CL3 and the first and second brakes BR1 and BR2), the second brake BR2 is in the axial direction. It is arrange | positioned at the most counter drive source side.

  Each of the first to fourth gear sets PG1 to PG4 is a single pinion type in which a pinion supported by a carrier is directly meshed with a sun gear and a ring gear, and the first gear set PG1 is a first sun gear S1 as a rotating element. , First ring gear R1, first carrier C1, second gear set PG2 has second sun gear S2, second ring gear R2, second carrier C2, third gear set PG3 has third sun gear S3, second carrier The fourth gear set PG4 has a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier C4.

  The fourth gear set PG4 is a double sun gear type in which the fourth sun gear S4 is divided into two in the axial direction. That is, the fourth sun gear S4 includes a front-side fourth sun gear S4a disposed on the drive source side in the axial direction and a rear-side fourth sun gear S4b disposed on the counter-drive source side. Since the pair of fourth sun gears S4a and S4b have the same number of teeth and mesh with the same pinion supported by the fourth carrier C4, the rotation speeds of these fourth sun gears S4a and S4b are always equal. That is, the pair of fourth sun gears S4a and S4b always rotate at the same speed, and when one rotation stops, the other rotation also stops.

  In the automatic transmission 10, the first sun gear S1 and the fourth sun gear S4 (specifically, the front-side fourth sun gear S4a), the first ring gear R1 and the second sun gear S2, the second carrier C2, and the fourth The carrier C4, the third carrier C3 and the fourth ring gear R4 are always connected. The input shaft 12 is always connected to the first carrier C1, and the output shaft 13 is always connected to the second carrier C2 and the fourth carrier C4. Specifically, the output shaft 13 is coupled to the fourth carrier C4 via a power transmission member 18 passing between the pair of fourth sun gears S4a and S4b, and the fourth carrier C4 and the second carrier C2 are connected to the power transmission member 16. Are connected through.

  The first clutch CL1 is disposed between the input shaft 12 and the first carrier C1 and the third sun gear S3 so as to connect and disconnect them. The second clutch CL2 The third ring gear R1 and the second sun gear S2 are disposed between the third sun gear S3 and the third sun gear S3 so as to connect and disconnect them. The third clutch CL3 is connected to the second ring gear R2 and the third sun gear S3. They are arranged between the sun gear S3 and connected to each other.

  Further, the first brake BR1 is disposed between the transmission case 11 and the third ring gear R3 so as to connect and disconnect them, and the second brake BR2 is connected to the transmission case 11. And the first and fourth sun gears S1 and S4 to connect and disconnect them. The first and second brakes BR1 and BR2 are configured such that the outer peripheral side of the friction plate coupled / separated according to the supply / discharge of hydraulic pressure is integrated with the transmission case 11 and arranged on the inner peripheral side of the friction plate. Rotating members are coupled to the third ring gear R3 and the fourth sun gear S4, respectively. The inner rotating member 17 of the second brake BR2 is directly coupled to the rear-side fourth sun gear S4b among the pair of fourth sun gears S4a and S4b.

  Each of the first to third clutches CL1 to CL3 is disposed on the outer peripheral side of the friction plate because one of the pair of inner and outer rotating members coupled by fastening of the friction plate is coupled to the third sun gear S3. The outer rotating member is integrated to form a drum-shaped outer shared rotating member 14, and the end 14a on the counter drive source side is coupled to the third sun gear S3.

  In this case, the members to which the inner rotation members of the first to third clutches CL1 to CL3 are coupled are all the input shaft 12 arranged on the inner side in the radial direction of the clutches CL1 to CL3 and the first and first clutches. The power transmission member that is a rotating element of the two gear sets PG1 and PG2 and that connects the rotating elements of the first and second gear sets PG1 and PG2 and the rotating elements of the third and fourth gear sets PG3 and PG4 is the first sun gear. Only the power transmission member 15 that connects S1 and the front-side fourth sun gear S4a, and the power transmission member 16 that connects the second carrier C2 and the fourth carrier C4, both of which It is possible to pass through the inside of the third sun gear S3 to which the counter drive source side end 14a is coupled.

  Accordingly, the first to third clutches CL1 to CL3 can be housed in the transmission case 11 in an unclosed state without being surrounded by a planetary gear set, other power transmission members, or the like. The outer shared rotating member 14 is disposed so that the outer peripheral surface 14b thereof directly faces the inner peripheral surface 11b of the outer peripheral wall 11a of the transmission case 11 without being obstructed by other power transmission members.

  The first and third clutches CL1 to CL3 are each formed as a hydraulic chamber of the first and third clutches CL1 to CL3 inside the outer shared rotating member 14 and defined by a cylinder 17 and a piston 18 fitted in the cylinder 17. The third hydraulic chambers P1 to P3 are provided side by side in the axial direction, and the hydraulic chambers P1 to P3 are provided in the oil passage provided on the outer peripheral wall 11a of the transmission case 11 and the outer shared rotating member 14. The hydraulic pressure is supplied by hydraulic supply oil passages a, b, and c that are connected to each other through the opposed surfaces of the inner peripheral surface 11b of the former and the outer peripheral surface 14b of the latter. It has become.

  Although not shown, the communicating portion of the oil passage between the opposing surfaces of the inner peripheral surface 11b and the outer peripheral surface 14b is sealed with a seal ring.

  Further, since the hydraulic chambers P4 and P5 of the first and second brakes BR1 and BR2 are provided in the transmission case 11, the hydraulic pressure is directly supplied by the hydraulic supply oil passages d and e provided in the transmission case 11. Will be.

  With the above configuration, according to the automatic transmission 10, the three frictional engagement elements are changed from the five frictional engagement elements as shown in the engagement table of FIG. 2 by the hydraulic pressure supply / discharge control for the hydraulic chambers P1 to P5. By selectively fastening, forward 1st to 8th speed and reverse speed are formed. Next, the mechanism by which the reduction ratio is determined for each gear according to the combination of fastening of the frictional engagement elements shown in FIG. 2 will be described with reference to FIGS.

  FIGS. 3 to 11 (a) are the same as FIG. 1 except that the description related to the hydraulic chamber is omitted, and the frictional engagement elements that are engaged at the gears are indicated by shading. ing.

  (B) The figure shows the reduction gear ratio of the gear stage in a diagram, and in this reduction ratio diagram, the horizontal intervals between the ring gear and the carrier on the horizontal axis and between the carrier and the sun gear are the respective gears. It is set according to the ratio.

  The vertical axis represents the rotational speed. The input rotational speed, that is, the rotational speed of the first carrier C1 always connected to the input shaft 12 and “1”, and the rotational speed of the rotating element fixed by the brake are “1”. 0 ”. Further, the rotational speeds of the rotational elements that are always connected and the rotational elements that are connected by the clutch are equal. N1 to N8 and Nr indicate the rotational speeds at the respective speeds of the rotation output from the second and fourth carriers C2 and C4 to the output shaft 13, and the reciprocal of the output rotational speed is the deceleration at the corresponding speed stage. It becomes a ratio.

  First, at the first speed, as shown in FIG. 3, since the first clutch CL1 and the first and second brakes BR1 and BR2 are engaged, the input shaft 12 is connected to the third sun gear S3 and rotated. Since the speed becomes “1” and the rotation speed of the third ring gear R3 is “0”, the rotation speed of the third carrier C3 and the rotation speed of the fourth ring gear R4 always connected thereto are determined. Then, when the rotation speed of the fourth sun gear S4 is “0”, the rotation speed of the fourth carrier C4 is determined, and this becomes the output rotation speed N1.

  Next, in the second speed, as shown in FIG. 4, since the second clutch CL2 and the first and second brakes BR1 and BR2 are engaged, first, the first carrier C1 always connected to the input shaft 12 is used. The rotation speed of the first sun gear S1 is “1” and the rotation speed of the first sun gear S1 is “0”, thereby determining the rotation speed of the first ring gear R1 and the third sun gear S3 connected thereto. Since the rotation speed of the third ring gear R3 is “0”, the rotation speed of the third carrier C3 and the rotation speed of the fourth ring gear R4 always connected thereto are determined, and further, the rotation of the fourth sun gear S4. When the speed is “0”, the rotational speed of the fourth carrier C4 is determined and becomes the output rotational speed N2.

  Next, at the third speed, as shown in FIG. 5, since the first and second clutches CL1 and CL2 and the first brake BR1 are engaged, first, the input shaft 12 is connected to the first carrier C1 and the first ring gear. By being connected to R1 and rotating the same, the entire first gear set PG1 rotates integrally at a rotational speed “1”, and the third sun gear S3 and the first sun gear S1 connected to the first ring gear R1 The rotational speed of the constantly connected fourth sun gear S4 is also “1”.

  When the rotation speed of the third ring gear R3 is “0”, the rotation speed of the third carrier C3 and the fourth ring gear R4 always connected to the third carrier C3 is determined, and the rotation speed of the fourth sun gear S4 is By being “1”, the rotational speed of the fourth carrier C4 is determined, and this becomes the output rotational speed N3.

  Next, in the fourth speed, as shown in FIG. 6, since the second and third clutches CL2 and CL3 and the first brake BR1 are engaged, first, the second sun gear S2 and the second ring gear R2 are the same. The entire second gear set PG2 rotates as a whole, and the first ring gear R1 always connected to the second sun gear S2 and the fourth carrier C4 always connected to the second carrier C2 also rotate in the same direction. The third sun gear S3 connected to the second ring gear R2 also rotates in the same way.

  Then, this condition, the rotational speed of the first carrier C1 is “1”, the rotational speed of the third ring gear R3 is “0”, and the first sun gear S1, the fourth sun gear S4, the third carrier C3, Since the fourth ring gear R4 is always connected to each other, the rotational speed of each rotating element that rotates the same is determined, and this becomes the output rotational speed N4 output from the fourth carrier C4.

  Next, at the fifth speed, as shown in FIG. 7, since the first and third clutches CL1 and CL3 and the first brake BR1 are engaged, first, the first carrier C1 always connected to the input shaft 12 is used. The second ring gear R2 and the third sun gear S3 are connected to each other, and their rotational speed is “1”. Further, since the rotation speed of the third ring gear R3 becomes “0”, the rotation speed of the third carrier C3 and the fourth ring gear R4 always connected to the third carrier C3 is determined.

  Since the first sun gear S1 and the fourth sun gear S4, the first ring gear R1 and the second sun gear S2, and the second carrier C2 and the fourth carrier C4 are always connected, the rotational speed of the fourth carrier C4 is This rotational speed is determined as the output rotational speed N5.

  Next, at the sixth speed, as shown in FIG. 8, since the first, second, and third clutches CL1, CL2, CL3 are engaged, first, the first carrier C1 always connected to the input shaft 12 and the first One ring gear R1 rotates the same, and the entire first gear set PG1 rotates integrally at a rotational speed “1”. In addition, the first ring gear R1 and the second sun gear S2 are always connected, and the second sun gear S2 and the second ring gear R2 rotate at the same time, so that the second gear set PG2 also has an overall rotational speed of “1”. Rotates together.

  This rotational speed is output from the second carrier C2 via the fourth carrier C4 as the output rotational speed N6. As a result, the sixth speed becomes a direct coupling stage with a reduction ratio of “1”.

  Next, at the seventh speed, as shown in FIG. 9, since the first and third clutches CL1 and CL3 and the second brake BR2 are engaged, first, the rotational speed of the first sun gear S1 becomes “0”. When the rotation speed of the first carrier C1 always connected to the input shaft 12 is “1”, the rotation speed of the first ring gear R1 and the second sun gear S2 always connected thereto is determined. Further, when the rotational speed of the second ring gear R2 connected to the first carrier C1 becomes “1”, the rotational speed of the second carrier C2 is determined, and this rotational speed is output via the fourth carrier C4. It is output as the rotational speed N7.

  Next, at the eighth speed, as shown in FIG. 10, since the second and third clutches CL2 and CL3 and the second brake BR2 are engaged, first, the rotational speed of the first sun gear S1 becomes “0”. When the rotation speed of the first carrier C1 always connected to the input shaft 12 is “1”, the rotation speed of the first ring gear R1 and the second sun gear S2 always connected thereto is determined.

  Further, since the second sun gear S2 and the second ring gear R2 are connected, the entire second gear set PG2 rotates integrally, and the rotation speed is output from the second carrier C2 via the fourth carrier C4. It is output as the rotational speed N8.

  Further, at the reverse speed, as shown in FIG. 11, since the third clutch CL3 and the first and second brakes BR1 and BR2 are engaged, first, the first carrier C1 always connected to the input shaft 12 is engaged. When the rotation speed is “1” and the rotation speed of the first sun gear S1 is “0”, the rotation speed of the first ring gear R1 and the second sun gear S2 always connected thereto is determined.

  Then, this condition, the second ring gear R2 and the third sun gear S3 are connected to rotate the same, the rotation speeds of the third ring gear R3 and the fourth sun gear S4 are “0”, the second carrier C2 and Since the fourth carrier C2 is always connected and the third carrier C3 and the fourth ring gear R4 are always connected, the rotational speed of the fourth carrier C4 is determined, and this rotational speed is the forward speed. And an output rotation speed Nr in the opposite direction.

  As described above, the rotational speeds N1 to N8 and Nr are set to N1 <N2 <N3 <N4 <N5 <N6 <N7 <N8 and Nr <0 by the combination of the engagement of the frictional engagement elements shown in FIG. In addition, N6 = 1 is obtained by the above-described configuration, so that an automatic transmission in which the sixth speed is a direct connection stage with a reduction gear ratio “1” can be obtained with eight forward speeds and one reverse speed.

  Here, if the number of teeth of each gear of the first to fourth gear sets PG1 to PG4 is set as shown in FIG. 12, for example, the reduction ratio of each gear and the gear step between the adjacent adjacent gears (lower speed reduction) Ratio / upper speed reduction ratio) is as shown in FIG. 13, and gear steps with substantially uniform gear steps are obtained between the respective gears.

  In the automatic transmission 10, as described above with reference to FIG. 1, one of the pair of inner and outer rotating members respectively engaged by the first to third clutches CL1 to CL3 is connected to the third sun gear S3. Therefore, these are integrated into a single outer shared rotating member 14, and the end portion 14a on the opposite drive source side is coupled to the third sun gear S3. The outer shared rotating member 14 is accommodated in the transmission case 14 in a non-closed state in which no other power transmission member or the like is present on the outer side, and the outer peripheral surface 14b is within the outer peripheral wall 11a of the transmission case 11. It arrange | positions so that it may oppose directly to the surrounding surface 11b.

  Further, first to third hydraulic chambers P1 to P3 are provided inside the outer shared rotating member 14 as hydraulic chambers of the first to third clutches CL1 to CL3 and provided on the outer peripheral wall 11a of the transmission case 11. The oil passages provided in the outer shared rotating member 14 are communicated with each other through the opposing surfaces of the both surfaces 11b, 14b, and the first to third hydraulic pressures are transmitted from the transmission case 11 side. Hydraulic supply oil passages a, b, and c for supplying hydraulic pressure to the chambers P1 to P3 are formed.

  Accordingly, the hydraulic pressure is directly supplied from the transmission case 11 to each of the hydraulic chambers P1 to P3 without passing through an oil passage provided in another power transmission member or the like. For example, the automatic transmission shown in FIG. Because the clutch is located in the closed space like a machine, it is necessary to route the hydraulic oil supply passage to the hydraulic chamber via a power transmission member other than a clutch component such as a shaft member that penetrates the inside of the planetary gear set. Disappears. As a result, the hydraulic pressure supply oil passage is short and simplified, thereby suppressing an increase in the size of the transmission and a deterioration in the response of the shift control.

  Here, further advantages of the automatic transmission 10 will be described while comparing the automatic transmission 10 described above with the automatic transmission 110 according to the comparative example shown in FIG. The automatic transmission 110 shown in FIG. 16 is different from the automatic transmission 10 shown in FIG. 1 in that a single sun gear type fourth gear set PG4 ′ is used instead of the double sun gear type fourth gear set PG4, and The difference is that an output gear 113 is used instead of the output shaft 13, and the other configurations are the same. In FIG. 16, the same reference numerals as those used in the first embodiment are assigned to the same components as those in the first embodiment.

  In the automatic transmission 110 shown in FIG. 16, the output gear 113 is disposed adjacent to the counter-drive source side of the fourth carrier C4, and the fourth carrier C4 and the output gear 113 are connected via a power transmission member 118. Has been. The inner rotating member 117 of the second brake BR2 coupled to the fourth sun gear S4 ′ is disposed so as to pass inside the power transmission member 118, whereby the power transmission member 118 and the inner rotating member 117 are separated from each other. Interference is avoided.

  However, in order to change the automatic transmission 110 shown in FIG. 16 to a general vertical configuration, when power is output from an output shaft similar to the output shaft 13 (see FIG. 1) in the first embodiment. The inner rotating member 117 of the second brake BR2 is interposed between the output shaft and the fourth carrier C4. Therefore, in this case, in order to connect the fourth carrier C4 and the output shaft while avoiding interference with the inner rotating member 117, a power transmission shaft parallel to the output shaft is separately provided, and the fourth carrier C4 A large detour structure is required in which the output is once transmitted to the power transmission shaft via a gear and then the power is transmitted from the power transmission shaft to the output shaft via another gear.

  On the other hand, in the automatic transmission 10 using the double sun gear type fourth gear set PG4, as shown in FIG. 1, a simple configuration via the power transmission member 18 passing between the pair of fourth sun gears S4a and S4b. Thus, the fourth carrier C4 can be coupled to the output shaft 13 without interfering with the inner rotating member 17 of the second brake BR2. Accordingly, it is possible to reduce the size of the automatic transmission 10 as a whole, and it is possible to realize a good mountability in the engine room.

  In the first embodiment, the first, second, third, and fourth gear sets PG1, PG2, PG3, and PG4 are arranged side by side in order from the drive source side, and in particular, the first ring gear R1 and the second sun gear. Since the distance between the rotating elements is generally small, such as between S2 and between the third clutch CL3 and the third sun gear S3, the connection between any of the rotating elements can be realized with a simple and compact handling. Therefore, it is possible to more effectively realize downsizing of the automatic transmission 10 as a whole.

  Next, the automatic transmissions 20 and 30 according to the second and third embodiments shown in FIGS. 14 and 15 will be described.

  Also in the automatic transmissions 20 and 30 according to these embodiments, the single pinion type first to fourth gear sets PG1 to PG4 are arranged on the same axis as the input shafts 22 and 32 and the output shafts 23 and 33. The friction engagement element includes the first to third clutches CL1 to CL3 and the first and second brakes BR1 and BR2. The connection / disconnection relationship between the machine case and the rotating element is the same as that of the automatic transmission 10 according to the first embodiment.

  Therefore, according to the automatic transmissions 20 and 30 according to the second and third embodiments, according to the fastening table shown in FIG. 2, the mechanism shown in FIGS. An automatic transmission with a direct reduction stage with a reduction ratio of 1 is obtained.

  In addition, the configuration of the outer shared rotating members 24 and 34 formed by integrating the outer rotating members of the first to third clutches CL1 to CL3 and the configuration related to the first to third hydraulic chambers P1 to P3 are also minute in size and the like. Except for the differences, the second embodiment is the same as the first embodiment. Therefore, also in the automatic transmissions 20 and 30 according to the second and third embodiments, the outer peripheral surfaces 24b and 34b of the outer shared rotating members 24 and 34 are the inner peripheral surfaces of the outer peripheral walls 21a and 31a of the transmission cases 21 and 31. 21b and 31b are arranged so as to face each other directly, and therefore, between the opposing surfaces of the both surfaces, the oil passages provided on the outer peripheral walls 21a and 31a of the transmission cases 21 and 31 and the outer shared rotating members 24 and 34, respectively. Hydraulic supply oil passages a, b, and c that communicate with the oil passages provided in are formed.

  Therefore, also in the second and third embodiments, the transmission cases 21 and 31 side to the first to third hydraulic chambers P1 to P3 without passing through oil passages provided in other power transmission members and the like. The hydraulic pressure is directly supplied, and the hydraulic oil supply passage to the hydraulic chamber is routed through a power transmission member other than a clutch component such as a shaft member penetrating the inside of the planetary gear set as in the example shown in FIG. There is no need. As a result, the hydraulic pressure supply oil passage is short and simplified, thereby suppressing an increase in the size of the transmission and a deterioration in the response of the shift control.

  Hereinafter, differences between the automatic transmissions 20 and 30 according to the second and third embodiments from the automatic transmission 10 according to the first embodiment will be described. In the following description, the same reference numerals as those used in the first embodiment are used for the configuration relating to the gear set and the frictional engagement elements.

  First, in the automatic transmission 20 according to the second embodiment shown in FIG. 14, the first, second, fourth, and third gear sets PG1, PG2, PG4, and PG3 are arranged in order from the drive source side. That is, as compared with the first embodiment, the order of the third gear set PG3 and the fourth gear set PG4 is switched.

  In the second embodiment, the fourth gear set PG <b> 4 is disposed inside the outer shared rotating member 24. The fourth ring gear R4 is coupled to the third carrier C3 via a power transmission member 29 that passes through the inside of the end 24a on the counter drive source side of the outer shared rotating member 24. The inner rotating member 27 of the second brake BR2 coupled to the rear-side fourth sun gear S4b is also disposed so as to pass inside the end portion 24a on the counter driving source side of the outer shared rotating member 24, and the second brake BR2 Is disposed on the most drive source side of the automatic transmission 20.

  The power transmission member 28 that connects the fourth carrier C4 and the output shaft 23 is disposed so as to pass between the pair of fourth sun gears S4a and S4b, as in the first embodiment. Therefore, the fourth carrier C4 can be connected to the output shaft 23 with a simple configuration via the power transmission member 28 without interfering with the inner rotating member 27 of the second brake BR2. As a result, the automatic transmission 20 as a whole can be reduced in size, and good mountability in the engine room can be realized.

  Further, according to the automatic transmission 20 according to the second embodiment, the third gear set PG3 is arranged on the most counter drive source side among the four gear sets PG1 to PG4, and therefore can be connected to and disconnected from the third ring gear R3. The first brake BR1 coupled to the first drive BR can be disposed close to the counter drive source side. Therefore, the first brake BR1 can be disposed adjacent to the drive source side of the second brake BR2. Therefore, it is possible to integrate the brake cylinders CY of the first and second brakes BR1 and BR2, thereby reducing the number of parts and improving the assembling property.

  Further, in the automatic transmission 30 according to the third embodiment shown in FIG. 15, the second, first, fourth, and third gear sets PG2, PG1, PG4, and PG3 are arranged in order from the drive source side. That is, compared with the second embodiment, only the order of the first gear set PG1 and the second gear set PG2 is switched, and the arrangement of the third gear set PG3 and the fourth gear set PG4 is the same as that of the second embodiment. .

  That is, also in the third embodiment, as in the second embodiment, the fourth gear set PG4 is disposed inside the outer shared rotating member 34, and the fourth ring gear R4 is disposed on the counter drive source side of the outer shared rotating member 34. It is connected to the third carrier C3 via a power transmission member 39 that passes inside the end portion 34a. Further, the inner rotation member 37 of the second brake BR2 coupled to the rear side fourth sun gear S4b is also arranged so as to pass inside the end portion 34a on the counter drive source side of the outer shared rotation member 34, and the second The brake BR2 is disposed on the most drive source side of the automatic transmission 30.

  Further, the power transmission member 38 that connects the fourth carrier C4 and the output shaft 33 is disposed so as to pass between the pair of fourth sun gears S4a and S4b, as in the first and second embodiments. The fourth carrier C4 can be connected to the output shaft 33 without interfering with the inner rotating member 37 of the second brake BR2 with a simple configuration via the power transmission member 38.

  Further, as in the second embodiment, out of the four gear sets PG1 to PG4, the third gear set PG3 is disposed on the most counter drive source side, so that the first brake BR1 that connects and disconnects the third ring gear R3 is It can arrange | position adjacent to 2nd brake BR2 arrange | positioned at the drive source side. Therefore, it is possible to integrate the brake cylinders CY of the first and second brakes BR1 and BR2, thereby reducing the number of parts and improving the assembling property.

  As described above, according to the present invention, for example, in an automatic transmission with multiple stages such as eight forward speeds, the increase in size and the deterioration of the response of shift control are suppressed. In addition, it may be suitably used in the field of vehicle manufacturing technology.

10, 20, 30 Automatic transmission 11, 21, 31 Transmission case 12, 22, 32 Input shaft 13, 23, 33 Output shaft PG1-PG4 First to fourth planetary gear sets S1-S4 Sun gear R1-R4 Ring gear C1- C4 carrier CL1 to CL3 1st to 3rd clutch BR1, BR2 1st, 2nd brake P1 to P3 1st to 3rd hydraulic chamber a, b, c Hydraulic supply oil passage

Claims (5)

In the transmission case, on the same axis,
An input shaft coupled to the drive source;
An output shaft coupled to the differential mechanism;
Both are single pinion type planetary gear sets, which are a first planetary gear set having a first sun gear, a first ring gear and a first carrier, a second sun gear, a second planetary gear set having a second ring gear and a second carrier, a third A third planetary gear set having a sun gear, a third ring gear and a third carrier, and a fourth planetary gear set having a fourth sun gear, a fourth ring gear and a fourth carrier;
First, second and third clutches;
First and second brakes;
A vertical-type automatic transmission equipped with
The first sun gear and the fourth sun gear are always connected,
The first ring gear and the second sun gear are always connected,
The second carrier and the fourth carrier are always connected,
The third carrier and the fourth ring gear are always connected,
The input shaft is always connected to the first carrier,
The output shaft is always connected to the second carrier and the fourth carrier,
The first clutch connects and disconnects the input shaft and the first carrier and the third sun gear,
The second clutch connects and disconnects the first ring gear and the second sun gear and the third sun gear;
The third clutch connects and disconnects the second ring gear and the third sun gear;
The first brake connects and disconnects the third ring gear and the transmission case;
The second brake is configured to connect / disconnect between the first sun gear and the fourth sun gear and the transmission case,
The first and second planetary gear sets are arranged on one end side in the axial direction with respect to the third and fourth planetary gear sets,
Outer and outer rotating members that are coupled / separated according to the supply / discharge of hydraulic pressure of the first, second, and third clutches are integrated with each other, and are shared by the first, second, and third clutches. And the other end of the outer shared rotating member in the axial direction is always connected to the third sun gear.
The inner rotary member of the first clutch is always connected to the input shaft and the first carrier,
The inner rotating member of the second clutch is always connected to the first ring gear and the second sun gear,
An inner rotating member of the third clutch is always connected to the second ring gear; and
The fourth sun gear is divided into two in the axial direction, and the fourth carrier and the output shaft are connected to each other via a power transmission member passing between the pair of fourth sun gears. And automatic transmission. The outer shared rotating member is provided such that an outer peripheral surface directly faces an inner peripheral surface of an outer peripheral wall in the transmission case,
The hydraulic oil supply passages from the transmission case to the first, second, and third clutches are mutually connected from the transmission case side to the inner peripheral surface of the case outer peripheral wall and the outer peripheral surface of the outer shared rotating member. The automatic transmission according to claim 1, wherein the automatic transmission is provided so as to communicate with each of the clutches through opposing surfaces.   3. The automatic according to claim 1, wherein the first planetary gear set, the second planetary gear set, the third planetary gear set, and the fourth planetary gear set are arranged side by side in order from the drive source side in the axial direction. transmission.   3. The third planetary gear set of the first, second, third, and fourth planetary gear sets is disposed on the most counter-drive source side in the axial direction. 4. Automatic transmission. Of the first, second and third clutches and the first and second brakes,
First speed is formed when the first clutch, the first brake and the second brake are engaged,
Second speed is formed when the second clutch, the first brake and the second brake are engaged,
Third speed is formed when the first clutch, the second clutch and the first brake are engaged,
When the second clutch, the third clutch and the first brake are engaged, the fourth speed is formed,
When the first clutch, the third clutch and the first brake are engaged, the fifth speed is formed,
When the first clutch, the second clutch, and the third clutch are engaged, a sixth speed with a reduction ratio of 1 is formed,
Seventh speed is formed when the first clutch, the third clutch and the second brake are engaged,
When the second clutch, the third clutch and the second brake are engaged, the eighth speed is formed,
The automatic transmission according to any one of claims 1 to 4, wherein a reverse speed is formed when the third clutch, the first brake, and the second brake are engaged.

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