JP2015135134A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission capable of simplifying a hydraulic pressure supply oil path to a clutch of the horizontal automatic transmission in a 8-forward-speed multistage form, and excellent in vehicle-mountability.SOLUTION: In an automatic transmission 10 having a fourth gear set PG4, a third clutch CL3 and a third gear set PG3 arranged starting from the counter engine side, a power transmission shaft 22 is provided on the counter engine side of an input shaft 12 for connecting a third sun gear S3 and a fourth carrier C4, an outside rotation member 16 of the third clutch CL3 is connected to the power transmission shaft 22, an extension part 22b provided extending to the counter engine side of the power transmission shaft 22 is passed through the inside of the fourth gear set PG4 and fitted to a rear vertical wall 11d of a transmission case 11, and a hydraulic pressure supply oil path c to the third clutch CL3 is communicated with an oil path cb of the power transmission shaft 22 through the rear vertical wall 11d so as to be communicated with a hydraulic chamber P3 of the third clutch CL3 through the oil path cb.

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.

International Publication No. 2013/117369

  As shown in FIG. 7, the automatic transmission disclosed in Patent Document 1 has a single pinion type first and second planetary gear sets PGa and PGb on the input side (left side in the figure) which are overlapped in the radial direction. And a double pinion type third planetary gear set PGc and a single pinion type fourth planetary gear set PGd are arranged on the output side thereof, and the first and second planetary gear sets PGa and PGb are arranged on the input side. The clutch CLa, the second clutch CLb on the output side, and the third clutch CLc on the output side thereof are arranged, respectively, and the outer rotating member of the first clutch CLa and the outer rotating member of the third clutch CLc are connected to the second clutch CLa. It is set as the structure connected with the power transmission member x straddling the outer peripheral side of the clutch CLb.

  According to such a configuration, the second clutch CLb is in a closed space surrounded by the first and second planetary gear sets PGa and PGb, the inner rotating member y of the third clutch CLc, and the power transmission member x. Will be located.

  As in this automatic transmission, when the clutch is arranged in the closed space in the transmission case, the oil passage for supplying hydraulic pressure to the clutch can be directly guided from the outer peripheral wall or the vertical wall of the transmission case. Therefore, it may be difficult to form a hydraulic oil supply passage to the clutch.

  In response to such a problem, when the clutch is arranged with a planetary gear set between the end vertical wall of the transmission case, an oil passage for supplying hydraulic pressure to the clutch is provided from the outer peripheral wall of the transmission case. When it is difficult to guide, a boss portion extending in the axial direction through the inside of the planetary gear set is provided on the vertical wall of the end portion of the transmission case, and hydraulic pressure is applied to the clutch via an oil passage provided in the boss portion. It is possible to supply.

  However, when hydraulic pressure is supplied to the clutch via an oil passage provided in the boss portion, the planetary gear set fitted to the outside of the boss portion is increased in diameter, and the radial dimension of the transmission case is increased. . In particular, in a horizontal automatic transmission whose shaft center extends in the vehicle body width direction, when the planetary gear set arranged at the end on the counter drive source side in the transmission case becomes larger in diameter, it is arranged in the engine room. Interference with a frame member or the like tends to be a problem, and the mountability in the engine room is deteriorated.

  Accordingly, the present invention addresses the above-described problems associated with the multi-stage automatic transmission, and simplifies the hydraulic supply oil path to the clutch in the horizontal automatic transmission in which the shaft center extends in the vehicle body width direction. It is an object of the present invention to provide an automatic transmission with a new configuration that is capable of being mounted and has excellent in-vehicle properties.

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

First, an invention according to claim 1 of the present application includes an input shaft coupled to a drive source, a first planetary gear set, and a second planetary gear set on an axis extending in the vehicle body width direction in a transmission case. And a horizontal automatic transmission provided with a predetermined clutch,
The first and second planetary gear sets and the clutch are arranged in the order of the first planetary gear set, the clutch, and the second planetary gear set from the counter drive source side of the transmission case,
An outer rotating member of the clutch forms a hydraulic chamber of the clutch and is connected to the first planetary gear set;
The first planetary gear set and the second planetary gear set can be transmitted power by being connected to the second planetary gear set and coaxially to the opposite drive source side of the input shaft and to the outer rotating member. A power transmission shaft connected to the
The power transmission shaft has an extending portion that extends from the connecting portion with the outer rotating member to the side opposite to the driving source,
The extending portion passes through the inside of the first planetary gear set, and the end on the counter drive source side is rotatable on the end vertical wall provided at the end on the counter drive source side of the transmission case. Mated,
A hydraulic oil supply passage for supplying hydraulic pressure to the clutch is fitted from the end vertical wall of the transmission case to the end vertical wall and the end portion on the counter drive source side of the extension portion of the power transmission shaft. The oil passage is configured to communicate with an oil passage extending in the axial direction provided on the power transmission shaft via the portion, and communicate with the hydraulic chamber of the clutch from the oil passage.

  According to a second aspect of the present invention, in the automatic transmission according to the first aspect, the extension portion of the power transmission shaft includes the first planetary gear set and the second planetary gear on the power transmission shaft. It is characterized by having a smaller diameter than the power transmission unit connecting the set.

According to a third aspect of the present invention, in the automatic transmission according to the first or second aspect,
The clutch is disposed on an outer peripheral side of a power transmission unit that connects the first planetary gear set and the second planetary gear set on the power transmission shaft,
The oil pressure supply oil passage is configured such that an oil passage provided in the power transmission shaft and a hydraulic chamber of the clutch communicate with each other via a connecting portion between the power transmission shaft and the outer rotating member. And

  With the above configuration, according to the first aspect of the present invention, the first planetary gear set, the clutch, and the second planetary gear set are sequentially arranged from the counter drive source side of the transmission case, and the outer rotating member of the clutch. Forms a hydraulic chamber for the clutch and is coupled to the first planetary gear set. A power transmission shaft connected to the second planetary gear set and connected to the outer rotating member is provided on the side opposite to the drive shaft of the input shaft, and the power transmission shaft extends to the side opposite to the drive source. The extending portion passes through the inside of the first planetary gear set and is rotatably fitted to an end vertical wall on the counter drive source side of the transmission case.

  A hydraulic supply oil passage for supplying hydraulic pressure to the clutch communicates from an end vertical wall of the transmission case to an oil passage extending in the axial direction provided on the power transmission shaft, and from the oil passage to the hydraulic chamber of the clutch. It is configured to communicate.

  As a result, when the clutch is disposed with the planetary gear set sandwiched between the end vertical wall of the transmission case, the hydraulic supply oil path for supplying hydraulic pressure to the clutch is powered from the end vertical wall of the transmission case. Since it is guided through the transmission shaft, a boss that extends through the planetary gear set in the axial direction through the planetary gear set is provided on the vertical wall of the transmission case, and hydraulic pressure is supplied to the clutch via an oil passage provided in the boss. Compared with the case where it is necessary, there is no need to provide a seal between the oil passage provided in the boss portion and the hydraulic chamber of the clutch, the hydraulic oil supply passage to the clutch can be simplified, and on the non-drive source side It becomes possible to shorten the radial dimension of the transmission.

  Therefore, an automatic transmission excellent in in-vehicle performance is realized as a laterally mounted automatic transmission that is mounted in an engine room or the like that is particularly limited in dimensions in the vehicle body width direction with its axis centered in the vehicle body width direction.

  Further, since the extension portion of the power transmission shaft does not constitute a power transmission path, it can be made smaller in diameter than the portion constituting the power transmission path in the power transmission shaft, and the radial dimension of the transmission can be reduced. Further shortening is possible, and the on-board performance of the automatic transmission can be further improved.

  According to the second aspect of the present invention, the extension portion of the power transmission shaft has a smaller diameter than the power transmission portion connecting the first planetary gear set and the second planetary gear set in the power transmission shaft. Accordingly, the radial dimension of the transmission can be further shortened, and the on-board performance of the automatic transmission can be further improved.

  According to the invention described in claim 3, the hydraulic pressure supply oil passage that supplies hydraulic pressure to the clutch disposed on the outer peripheral side of the power transmission unit that connects the first and second planetary gear sets in the power transmission shaft, An oil passage provided in the power transmission shaft and a hydraulic chamber of the clutch are communicated with each other via a connecting portion between the power transmission shaft and the outer rotating member.

  As a result, even when the clutch is disposed on the outer peripheral side of the power transmission unit that connects the first and second planetary gear sets, the clutch is provided between the outer rotation member of the clutch that forms the hydraulic chamber of the clutch and the power transmission shaft. Without providing a seal, hydraulic pressure can be supplied to the hydraulic chamber of the clutch through the connecting portion between the power transmission shaft and the outer rotating member through the oil passage of the power transmission shaft from the end vertical wall of the transmission case, The simplification of the hydraulic pressure supply oil passage to the clutch can be specifically realized.

1 is a skeleton diagram of an entire power unit including an automatic transmission according to an embodiment of the present invention. It is the skeleton which expanded the principal part of the said automatic transmission. It is sectional drawing to which another principal part of the said automatic transmission was expanded. 3 is a fastening table of frictional engagement elements of the automatic transmission. 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 showing a conventional example of an automatic transmission with eight forward speeds.

  Hereinafter, embodiments of the present invention will be described.

  FIG. 1 is a skeleton diagram showing a configuration of a horizontal power unit 1 including an automatic transmission 10 according to an embodiment of the present invention. The power unit 1 includes an engine E as a drive source and torque from the engine E. An automatic transmission 10 to which power is input via a converter (not shown), and a differential device 3 driven by the output of the automatic transmission 10 via the intermediate transmission mechanism 2, the differential device 3 Left and right drive wheels (not shown) are driven through drive shafts 4a and 4b extending from the drive shaft 4a and 4b.

  Here, the intermediate transmission mechanism 2 includes a large-diameter first gear 2b that meshes with an output gear 13 (to be described later) of the automatic transmission 10 and a differential ring gear 3a that is an input member of the differential device 3 on the intermediate shaft 2a. With a configuration in which the second gear 2c having a small diameter to be engaged is provided, the output of the automatic transmission 10 is decelerated and transmitted to the differential device 3.

  On the other hand, the automatic transmission 10 is connected to the engine E in the transmission case 11 and torque from the engine E side (hereinafter, the engine side is referred to as “front side” and the non-engine side is referred to as “rear side”). An input shaft 12 as an input member extending to the side opposite to the engine E via a converter, an output gear 13 as an output member disposed on the front side in the transmission case 11, and first, second, third, and third 4 planetary gear sets (hereinafter, “planetary gear set” is simply referred to as “gear set”) PG1, PG2, PG3, and PG4, which are arranged on the same axis.

  Here, “fourth gear set PG4” corresponds to “first planetary gear set” in the claims, and “third gear set PG3” similarly corresponds to “second planetary gear set”. Further, “engine side (front side)” corresponds to “drive source side” in the claims, and “anti-engine side (rear side)” corresponds to “counter drive source side”.

  The first gear set PG1 is disposed on the front side of the output gear 13, that is, on the front end portion in the transmission case 11, and the second gear set PG2 and the third gear set PG3 The first gear set is arranged in the radial direction with the former as the outer peripheral side and the latter as the inner peripheral side, and the fourth gear set is further arranged near the rear end in the transmission case 11 at the rear thereof. Yes.

  Further, the transmission case 11 is provided with an intermediate wall 11b extending inward from the outer peripheral wall 11a so as to be positioned behind the output gear 13, and a first wall extending forward from the inner peripheral portion of the intermediate wall 11b. The output gear 13 is rotatably supported by a cylindrical portion 11c via a bearing 14.

  Further, between the intermediate wall 11b and the second and third gear sets PG2 and PG3 located behind the first clutch CL1 and the second clutch C2, the former is the outer peripheral side and the latter is the inner peripheral side. The third clutch CL3 is disposed between the second and third gear sets PG2 and PG3 and the fourth gear set PG4 while being arranged in the radial direction at substantially the same position in the axial direction.

  Further, a first brake BR1 is disposed on the outer periphery of the fourth gear set PG4, and serves as an end vertical wall provided at the end of the fourth gear set PG4 and the rear transmission case 11 on the side opposite to the engine E. A second brake BR2 is disposed between the rear vertical wall 11d.

  Next, the configuration of the automatic transmission 10 will be described in more detail with reference to FIG.

  Each of the first to third gear sets PG1 to PG3 is composed of a single pinion type planetary gear set in which a pinion supported by a carrier is directly meshed with a sun gear and a ring gear, and the fourth gear set PG4 is supported by a carrier. The inner pinion is constituted by a sun gear, and the outer pinion is constituted by a double pinion type planetary gear set in which the inner pinion and the ring gear are engaged.

  As rotating elements, the first gear set PG1 includes a first sun gear S1, a first ring gear R1, and a first carrier C1, and the second gear set PG2 includes a second sun gear S2, a second ring gear R2, and a second carrier C2. The third gear set PG3 has a third sun gear S3, a third ring gear R3, and a third carrier C3, and the fourth gear set PG4 has a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier C4. .

  The first sun gear S1 and the third carrier C3, the second sun gear and the third ring gear R3, the second ring gear R2 and the fourth ring gear R4, the third sun gear S3 and the fourth carrier C4 The input shaft 12 is always connected to the first sun gear S1 and the third carrier C3, and the output gear 13 is always connected to the first ring gear R1.

  Here, the second sun gear S2 and the third ring gear R3, which are always connected, can be obtained as a single ring-shaped component or two pieces by overlapping the second gear set PG2 on the outer peripheral side of the third gear set PG3. The ring-shaped members are integrated by directly joining them by welding or shrink fitting.

  The third sun gear S3 and the fourth carrier C4, which are always connected, are connected to the third sun gear S3 and are provided coaxially on the opposite side of the input shaft 12 from the engine E, and a power transmission shaft 22 which will be described later. It is connected to the outer side rotating member 16 of the third clutch CL3 which is connected to the fourth carrier C4 and connected to the power transmission shaft 22.

  On the other hand, the first to third clutches CL1 to CL3 have hydraulic chambers P1, P2, and P3 defined by fitting pistons P1 ′, P2 ′, and P3 ′ to cylinders. When the hydraulic pressure is supplied to P1 to P3, the friction plate is fastened and the inner and outer rotating members are coupled.

  Specifically, the first clutch CL1 connects the first carrier C1 always connected to the outer rotating member and the second carrier C2 always connected to the inner rotating member when the hydraulic pressure is supplied to the hydraulic chamber P1. The second clutch CL2 connects the first carrier C1 always connected to the outer rotating member and the second sun gear S2 and the third ring gear R3 always connected to the inner rotating member when the hydraulic pressure is supplied to the hydraulic chamber P2. The third clutch CL3 includes the third sun gear S3 and the fourth carrier C4 that are always connected to the outer rotating member and the second carrier C2 that is always connected to the inner rotating member when the hydraulic pressure is supplied to the hydraulic chamber P3. Link.

  In this case, since the outer rotating members of the first and second clutches CL1 and CL2 are always connected to the first carrier C1, these rotating members are coupled and shared by both clutches CL1 and CL2. The common rotating member 15 is used.

  And the inner peripheral surface of the forward bulging portion 15a constituting the hydraulic chambers P1 and P2 of the first and second clutches CL1 and CL2 that are provided in the common rotating member 15 and overlap in the radial direction is the transmission. The case 11 is fitted to the outer peripheral surface of the second cylindrical portion 11e extending rearward from the inner peripheral end of the intermediate wall 11b, and the inner and outer peripheral surfaces of the transmission case 11 from the intermediate wall 11b and the second cylindrical portion 11e. Hydraulic supply oil passages a and b are formed through the fitting portions to communicate with the hydraulic chambers P1 and P2, respectively.

  For the third clutch CL3, the outer rotating member 16 is connected to the fourth carrier C4 and constitutes the hydraulic chamber P3 of the third clutch CL3, and is connected to the power transmission shaft 22, and the inner rotating member 16 ′ is the second rotating member 16 ′. It is connected to the carrier C2. A power transmission member 17 that couples the second ring gear R2 and the fourth ring gear R4 is disposed outside the third clutch CL3.

  As described above, the third clutch CL3 has a power transmission portion 22a that connects the carrier C4 of the fourth gear set PG4 and the sun gear S3 of the third gear set PG3 in the power transmission shaft 22 on the side opposite to the engine E of the transmission case 11. It is arranged on the outer peripheral side, and is arranged in a closed space surrounded by the fourth gear set PG4, the second and third gear sets PG2, PG3, and the power transmission member 17.

  FIG. 3 is an enlarged cross-sectional view of another main part of the automatic transmission, and is an explanatory diagram for explaining a hydraulic pressure supply oil path that supplies hydraulic pressure to the third clutch. As described above, the power transmission shaft 22 is provided on the non-engine E side of the input shaft 12, and the power transmission shaft 22 extends to the anti-engine E side from the connecting portion with the outer rotating member 16 of the third clutch CL3. The extended portion 22b passes through the inside of the fourth gear set PG4, and the end 22c on the side opposite to the engine E is rotatably fitted to the rear vertical wall 11d of the transmission case 11. Has been.

  As shown in FIG. 3, the rear vertical wall 11d of the transmission case 11 has a recess 11f connected to an oil passage ca provided in the rear vertical wall 11d of the transmission case 11 guided from a valve control unit (not shown). The extending portion 22b of the power transmission shaft 22 is inserted into the recessed portion 11f and is rotatably fitted to the rear vertical wall 11d of the transmission case 11 via the bearing member 31.

  The power transmission shaft 22 is also inserted into a recess 12 a formed at the end of the input side of the engine E on the opposite side of the input shaft 12 and is rotatably fitted to the input shaft 12 via a bearing member 33. Has been.

  Since the extending portion 22b of the power transmission shaft 22 does not constitute a power transmission path, the extension portion 22b has a smaller diameter than the power transmission portion 22a connecting the third gear set PG3 and the fourth gear set PG4 in the power transmission shaft 22. .

  An oil passage cb extending in the axial direction from the end surface on the anti-engine E side is formed in the extending portion 22b of the power transmission shaft 22, and specifically, an oil passage cb1 extending in the axial direction from the end surface on the anti-engine E side. An oil passage cb2 that is communicated with the oil passage cb1 and extends in the radial direction is formed.

  Further, a seal ring 32 is mounted on the extended portion 22b of the power transmission shaft 22 on the side opposite to the engine E from the bearing member 31, and the rear vertical wall 11d of the transmission case 11 and the extended portion 22b of the power transmission shaft 22 are provided. The connecting portion between the oil passage ca provided in the rear vertical wall 11d of the transmission case 11 and the oil passage cb provided in the power transmission shaft 22 is sealed.

  In the present embodiment, as shown in FIGS. 2 and 3, the hydraulic chamber P3 of the third clutch CL3 is fitted to the cylinder P3 ″ constituted by the outer rotating member 16 of the third clutch CL3 and the cylinder P3 ″. And defined by the piston P3 '.

  In this manner, the oil passage ca provided in the rear vertical wall 11d of the transmission case 11, the oil passage cb provided in the power transmission shaft 22 and extending in the axial direction, and the outer rotating member 16 of the third clutch CL3. The oil passage cc provided and communicated with the hydraulic chamber P3 of the third clutch CL3 is a fitting portion between the rear vertical wall 11d of the transmission case 11 and the end portion 22c of the extending portion 22b of the power transmission shaft 22; A hydraulic pressure supply oil passage c is formed through the connecting portion between the power transmission shaft 22 and the outer rotating member 16 of the third clutch CL3, and supplies oil pressure to the third clutch CL3 by these oil passages ca, cb, cc. ing.

  The first and second brakes BR1 and BR2 also have hydraulic chambers P4 and P5 defined by fitting pistons P4 ′ and P5 ′ to the cylinders, respectively, and these hydraulic chambers P4 and P5. When the hydraulic pressure is supplied to the friction plate, the friction plate is fastened, and the first brake BR1 couples and fixes the second ring gear R2 and the fourth ring gear R4, which are always connected, to the transmission case 11, and the second brake BR2 The fourth sun gear S4 is coupled to the transmission case 11 and fixed. The hydraulic supply oil passages d and e to the first and second brakes BR1 and BR2 are provided so as to supply hydraulic pressure directly from the outer peripheral wall 11a or the rear wall 11d of the transmission case 11 to the hydraulic chambers P4 and P5. ing.

  Although not shown, the communicating portions of the hydraulic oil supply passages a and b in the fitting portion between the outer peripheral surface of the second cylindrical portion 11e and the inner peripheral surface of the bulging portion 15a of the common rotating member 15 are also respectively provided. Sealed by a seal ring.

  Although not shown, each of the clutches CL1 to CL3 is provided with a centrifugal balance chamber for preventing dragging of the friction plate due to the residual pressure of the hydraulic chambers P1 to P3 and unnecessary fastening when the clutches CL1 to CL3 are not engaged. In addition to the supply paths a to c, an oil path for introducing the lubricating oil into each centrifugal balance chamber is provided.

  With the above configuration, according to the automatic transmission 10, the first to third clutches CL1 to CL3 are controlled by the hydraulic supply / discharge control for the hydraulic chambers P1 to P5 shown in FIG. If the three frictional engagement elements are selectively engaged from the five frictional engagement elements of the first and second brakes BR1 and BR2, forward 1st to 8th speeds and reverse speeds are formed.

  That is, if the first clutch CL1, the third clutch CL3, and the first brake BR1 are engaged, the first speed is obtained, and if the first clutch CL1, the first brake BR1, and the second brake BR2 are engaged, the second speed is obtained, and the first clutch CL1 is obtained. When the third clutch CL3 and the second brake BR2 are engaged, the third speed is achieved, and when the first clutch CL1, the second clutch CL2 and the second brake BR2 are engaged, the fourth speed is established, and the first clutch CL1, the second clutch CL2, If the third clutch CL3 is engaged, the reduction gear ratio is 5th, and if the second clutch CL2, the third clutch CL3, and the second brake BR2 are engaged, the 6th speed is obtained, and the second clutch CL2, the third clutch CL3, and the first clutch If the brake BR1 is engaged, the seventh speed is achieved, and the second clutch CL2, the first brake BR1, and the second brake BR2 are engaged. 8-speed next if sintering, further, the first clutch CL1, a reverse gear if engaging the second clutch CL2 and the first brake BR1.

  In this case, if the number of teeth of each gear of the first to fourth gear sets PG1 to PG4 is set as shown in FIG. 5, for example, the reduction ratio of each gear and the gear step between the forward adjacent gears (the lower gear) (Reduction ratio / upper reduction ratio) is as shown in FIG. 6, and the reduction ratio of each gear and the distribution of gear steps between the respective gears are appropriately set.

  By the way, in the automatic transmission 10, the second ring gear R2 of the second gear set PG2 on the outer peripheral side of the second and third gear sets PG2 and PG3 arranged in the radial direction and the rear thereof are arranged. Since the fourth ring gear R4 of the fourth gear set PG4 is always connected and the first brake BR1 is disposed between the fourth ring gear R4 and the outer peripheral wall 11a of the transmission case 11, the transmission case 11 The power transmission member for connecting another rotating element cannot be arranged on the outer peripheral side of the second gear set PG2 on the outer peripheral side of the second to fourth gear sets PG2 to PG4, particularly on the outer peripheral side overlapped in the radial direction. It has a structure.

  Therefore, the radial dimension of the transmission is reduced as compared with the case where two planetary gear sets are arranged in the radial direction and further the power transmission member is arranged on the outer peripheral side thereof.

  In the automatic transmission 10, the second sun gear and the third ring gear R3 in the second and third gear sets PG2 and PG3 arranged in the radial direction are integrated, and this also allows the transmission. The radial dimension is shortened.

  Here, when the second ring gear R2 and the fourth ring gear R4 are always connected, a cylindrical structure 18 integrated with the ring gears R2, R4 and the power transmission member 17 for connecting them (see FIG. 2), the diameter of the second gear set PG2 disposed on the outer peripheral side in the radial direction is increased because the second gear set PG2 is positioned on the outermost peripheral side. The easy second ring gear R2 is stably supported. As a result, the occurrence of problems such as gear ringing and reduced durability due to unstable support of the gear is suppressed.

  At the front end of the transmission case 11, the input shaft 12 and the output gear 13 are always connected to the first sun gear S1 and the first ring gear R1 of the first gear set PG1, respectively. Power transmission members other than the input shaft 12 and the output gear 13 cannot be disposed on the inner peripheral side and the outer peripheral side, and therefore, other power transmissions can also be transmitted to the inner peripheral side and the outer peripheral side of the planetary gear set at this end. The radial dimension of the transmission can be shortened as compared with the member provided with the member.

  On the other hand, at the rear end portion in the transmission case 11, the first brake BR1 is provided between the fourth ring gear R4 of the fourth gear set PG4 and the outer peripheral wall 11a of the transmission case 11, and the fourth sun gear S4 and the transmission case 11 are provided. Since the second brake BR2 is disposed between the rear wall 11d and the rear wall 11d, another power transmission member cannot be disposed further to the rear side of the fourth gear set PG4.

  Therefore, it is possible to reduce the axial dimension of the transmission compared to the planetary gear set disposed at the end of the transmission case, in which the power transmission member is further disposed on the end side. In addition to arranging the second and third gear sets PG2, PG3 in the radial direction, the axial dimension can be shortened more effectively. In the automatic transmission 10, the first and second clutches CL1 and CL2 are also arranged so as to overlap each other in the radial direction, thereby reducing the axial dimension.

  Further, the rear end portion 11a ′ of the outer peripheral wall 11a of the transmission case 11 in which the fourth gear set PG4 is disposed is a portion 11a ″ where the second and third gear sets PG2 and PG3 in front of the outer peripheral wall 11a are disposed in the radial direction. For example, when mounted in an engine room, it is easy to avoid interference with a frame or other members disposed in the engine room.

  Thus, according to the automatic transmission 10, the radial dimension and the axial dimension are effectively shortened, and the engine room is compactly configured as a horizontally-positioned automatic transmission with eight steps forward, and space is limited. The automatic transmission 10 that is excellent in mountability inside is realized.

  Further, according to the automatic transmission 10, the first and second clutches sandwiched between the first gear set PG1 and the second and third gear sets PG2 and PG3 at the intermediate portion in the axial direction in the transmission case 10. Hydraulic pressure can be supplied to CL1 and CL2 directly from the intermediate wall 11b of the transmission case 11 and the second cylindrical portion 11e.

  On the other hand, the hydraulic pressure is supplied from the rear vertical wall 11d of the transmission case 11 to the power transmission shaft 22 from the rear vertical wall 11d of the transmission case 11 with the fourth gear set PG4 interposed between the rear vertical wall 11d of the transmission case 11 and the fourth gear set PG4. Is communicated with an oil passage cb that extends in the axial direction and is led from the oil passage cb to the hydraulic chamber P3 of the third clutch CL3.

  As a result, when a boss portion extending in the axial direction through the fourth gear set PG4 is provided in the rear vertical wall 11d of the transmission case 11, and hydraulic pressure is supplied to the clutch via an oil passage provided in the boss portion. In comparison, it is not necessary to provide a seal between the oil passage provided in the boss portion and the hydraulic chamber of the clutch, the hydraulic oil supply passage to the clutch can be simplified, and the transmission of the transmission on the counter drive source side can be simplified. The radial dimension can be shortened.

  Therefore, an automatic transmission that is further excellent in vehicle mounting is realized as a horizontal automatic transmission that is mounted in an engine room or the like that is particularly limited in dimensions in the vehicle body width direction with its axis centered in the vehicle body width direction. .

  Further, the extending portion 22b of the power transmission shaft 22 has a smaller diameter than the power transmission portion 22a that connects the third gear set PG3 and the fourth gear set PG4 in the power transmission shaft 22, so that the diameter of the transmission is reduced. The direction dimension can be further shortened, and the on-board performance of the automatic transmission can be further improved.

  Furthermore, the power transmission shaft 22 is connected to the outer rotation member 16 of the third clutch CL3 disposed on the outer peripheral side of the power transmission portion 22a that connects the third and fourth gear sets PG3 and PG4 in the power transmission shaft 22. An oil passage cb provided in the hydraulic passage P3 and the hydraulic chamber P3 of the third clutch CL3 are communicated with each other.

  Thereby, even when the third clutch CL3 is disposed on the outer peripheral side of the power transmission portion 22a that connects the third and fourth gear sets PG3 and PG4, the third clutch CL3 that forms the hydraulic chamber P3 of the third clutch CL3. Without providing a seal between the outer rotation member 16 and the power transmission shaft 22, the power transmission shaft 22 and the outer rotation member 16 are passed through the oil passage cb of the power transmission shaft 22 from the rear vertical wall 11 d of the transmission case 11. The hydraulic pressure can be supplied to the hydraulic chamber P3 of the third clutch CL3 via the connecting portion, and the simplification of the hydraulic pressure supply oil path to the clutch can be specifically realized.

  In the above embodiment, the connection between the input shaft 12 and the third carrier C3, the connection between the power transmission shaft 22 and the third sun gear S3, and the connection between the power transmission shaft 22 and the outer rotating member 16 of the third clutch CL3. Are connected by welding as shown in FIG. 3, but may be connected by spline fitting or adhesion.

  The output gear 13 is used as an output member and is configured to output power to the differential device 3 via the intermediate transmission mechanism 2. However, a sprocket is used as the output member and the differential is transmitted via the chain transmission mechanism. You may make it transmit motive power to an apparatus.

  As described above, according to the present invention, a hydraulic supply oil passage to the clutch can be simplified and an excellent vehicle-mounted property can be realized as a multi-stage automatic transmission with multiple stages, for example, eight forward speeds. Therefore, this type of automatic transmission or a vehicle equipped with the automatic transmission may be suitably used in the technical field of manufacture.

10 automatic transmission 11 transmission case 11d rear vertical wall (end vertical wall)
DESCRIPTION OF SYMBOLS 12 Input shaft 13 Output gear 16 Outer rotating member 22 Power transmission shaft 22a Power transmission part 22b Extension part BR1, BR2 1st, 2nd brake CL1-CL3 1st-3rd clutch E Engine (drive source)
P1 to P5 Hydraulic chamber PG1 First gear set PG2 Second gear set PG3 Third gear set (second planetary gear set)
PG4 4th gear set (first planetary gear set)

Claims (3)

In the transmission case, a horizontal installation in which an input shaft connected to a drive source, a first planetary gear set and a second planetary gear set, and a predetermined clutch are arranged on an axis extending in the vehicle body width direction. Type automatic transmission,
The first and second planetary gear sets and the clutch are arranged in the order of the first planetary gear set, the clutch, and the second planetary gear set from the counter drive source side of the transmission case,
An outer rotating member of the clutch forms a hydraulic chamber of the clutch and is connected to the first planetary gear set;
The first planetary gear set and the second planetary gear set can be transmitted power by being connected to the second planetary gear set and coaxially to the opposite drive source side of the input shaft and to the outer rotating member. A power transmission shaft connected to the
The power transmission shaft has an extending portion that extends from the connecting portion with the outer rotating member to the side opposite to the driving source,
The extending portion passes through the inside of the first planetary gear set, and the end on the counter drive source side is rotatable on the end vertical wall provided at the end on the counter drive source side of the transmission case. Mated,
A hydraulic oil supply passage for supplying hydraulic pressure to the clutch is fitted from the end vertical wall of the transmission case to the end vertical wall and the end portion on the counter drive source side of the extension portion of the power transmission shaft. Communicated with an oil passage extending in the axial direction provided on the power transmission shaft through the portion, and configured to communicate with the hydraulic chamber of the clutch from the oil passage.
An automatic transmission characterized by that. The extending portion of the power transmission shaft has a smaller diameter than the power transmission portion connecting the first planetary gear set and the second planetary gear set in the power transmission shaft.
The automatic transmission according to claim 1. The clutch is disposed on an outer peripheral side of a power transmission unit that connects the first planetary gear set and the second planetary gear set on the power transmission shaft,
The hydraulic supply oil passage is connected to an oil passage provided in the power transmission shaft and a hydraulic chamber of the clutch via a connecting portion between the power transmission shaft and the outer rotating member.
The automatic transmission according to claim 1 or 2, wherein the automatic transmission is provided.

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