JP3244082B2 - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To permit the use of a multi-disc brake as a first gear speed brake large in torque share without causing the increase of axial dimension of an auxiliary transmission mechanism in a transmission with a main transmission mechanism disposed at a first shaft and with the auxiliary transmission mechanism with three forward gear speed stages disposed at a second shaft. SOLUTION: In an auxiliary transmission mechanism 5, a support part 6a of a carrier CR3 of a first planetary gear 10, and a first extended part 69 extended from a ring gear R4 of a second planetary gear 11, are connected to a second shaft 6 to connect the carrier CR3 and the ring gear R4, and a fourth brake B4 locking both sun gears S3, S4 is disposed between the first and second planetary gears 10, 11. As a result, a fifth brake B5 actuated at first gear speed, locking a carrier CR4 of the second planetary gear 11 is disposed axially behind the fourth brake B4, and a rear cover 133 is provided with a hydraulic servo 71 for the fifth brake B5 to allow the fifth brake B5 to be a multi-disc brake.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission having a planetary gear, and more particularly to an automatic transmission having an F / F (front engine, front drive). To an automatic transmission capable of achieving the following.

[0002]

2. Description of the Related Art Generally, an automatic transmission has a main transmission mechanism composed of two planetary gears and an auxiliary transmission mechanism composed of one planetary gear, and is configured with four forward speeds and one reverse speed. .

In recent years, automatic transmissions have been demanded to have multiple stages, such as five forward speeds, in order to improve fuel efficiency and running performance. Therefore, as shown in Japanese Patent Application Laid-Open No. 63-145848, the present applicant has arranged a main transmission mechanism comprising a combination of two planetary gears on a first shaft, and two main transmission mechanisms on a second shaft. An automatic transmission that achieves five forward speeds and one reverse speed by adding a subtransmission mechanism that combines planetary gears has been proposed.

The auxiliary transmission mechanism achieves the first speed by engaging the carrier of the second planetary gear with a (fifth) brake, and achieves both sun gears of the first and second planetary gears integrally connected. Is engaged by the (fourth) brake to achieve the second speed, and the sun gear and the carrier
3) The third speed is achieved by coupling with a clutch.

[0005]

The auxiliary transmission mechanism in the above-mentioned multi-stage automatic transmission has two planetary gears arranged adjacent to each other, and directly connects the carrier of the first planetary gear and the ring gear of the second planetary gear. That is, the carriers are connected by a connecting member extending one of the support portions. Therefore, the (fifth) brake that operates at the first speed is connected to one carrier of the two planetary gears disposed adjacent to each other, so that the second speed (the fifth) brake acts on the two sun gears that are connected to each other. The first (fifth) brake is a band brake which is disposed axially forward of the (fourth) brake.

[0006] In the above-described arrangement structure of the auxiliary transmission mechanism,
For example, when the torque input to the transmission increases with the increase in the output of the engine, the torque input to the sub-transmission mechanism is amplified by the deceleration rotation such as the first speed in the main transmission mechanism even in normal times, and the shared torque is increased. Since the load acting on the large first-speed (fifth) brake is further increased, the (fifth) brake is increased.
Configuring the brake with a band brake may be difficult due to the torque capacity that can be carried. In such a case, it is preferable to use a multi-plate brake for increasing the capacity for the first speed brake, but in terms of the arrangement, using the multi-plate brake means that the hydraulic servo is provided by providing a case intermediate support wall or the like. It is necessary to arrange them in the axial direction, and the dimension in the axial direction increases, which causes a new problem in mounting the vehicle.

Accordingly, the present invention provides an automatic transmission that can prevent the increase in the axial dimension of the auxiliary transmission mechanism and can ensure vehicle mountability even if a multi-plate brake is used as the first speed brake. It is intended to do so.

[0008]

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and the present invention according to claim 1 has a plurality of forward gears and a reverse gear arranged on a first shaft (3). A main transmission mechanism (2) for achieving a speed, and a second transmission mechanism parallel to the first axis.
A sub-transmission mechanism (5) that is arranged on the shaft (6) and receives power from the main transmission mechanism to achieve at least the third forward speed; and a case (13) that houses the main transmission mechanism and the sub-transmission mechanism. Wherein the auxiliary transmission mechanism comprises a first planetary gear (10) and a first planetary gear (10), wherein a combination of the main transmission mechanism and the auxiliary transmission mechanism provides a plurality of forward speeds and a first reverse speed. A second planetary gear (11) disposed axially rearward of the first planetary gear, and engagement means (B4, B5, F3, C3) for appropriately operating the first and second planetary gears;
A fifth brake (B5) engaged at the first speed of the auxiliary transmission mechanism, a fourth brake engaged at the second speed, and a third brake at the third speed. A third clutch (C3) to be engaged, and an axial front (6a) of the carrier of the first planetary gear and an axial rear (69) of a ring gear (R4) of the second planetary gear.
Are connected to the second shaft (6) disposed at the center of the first and second planetary gears, respectively, so that the carrier (CR3) of the first planetary gear and the ring gear of the second planetary gear are connected. (R4), the sun gear (S3) of the first planetary gear and the sun gear (S4) of the second planetary gear are connected via a connecting member (66), and the third clutch (C3) is connected. ) Are arranged so as to appropriately connect the two elements (S3, CR3) of the first or second planetary gear, and the fourth brake (B4) is connected to the first planetary gear by the connecting member (66). The braked part (6) connected between the second planetary gear (11) and the second planetary gear (11).
7), and the fifth brake (B5) is mounted on the carrier (C) of the second planetary gear.
R4) comprises a multi-plate brake acting on the braked part (70) connected between the first planetary gear (10) and the second planetary gear (11), and operating the fifth brake the hydraulic servo (71) which is partially in some of the cases arranged on the rear side (13 ₃₎ is configured of the second planetary gear (11), in the automatic transmission.

[0009] claims the invention according to claim 2, wherein the first planetary gear (10) extending from the carrier (CR3) radially inwardly axially forward of the first planetary gear of and the second shaft (6 ) Connected to the carrier support (6)
a) a first extension portion extending radially inward from the ring gear (R4) of the second planetary gear (11) rearward in the axial direction of the second planetary gear and connected to the shaft (6); (69) and an outer diameter extending from the connecting member (66) to between the first planetary gear (10) and the second planetary gear (11), and the fourth braked part for brake is provided. A second extension member (86) connected to the first planetary gear (10); and a carrier (CR4) of the second planetary gear (11).
And a fifth braked portion (70) extending radially outward between the second planetary gear (11) and the fifth planetary gear (11).
And a third extending member (89) connected to the automatic transmission, wherein the connecting member (66) comprises a sleeve arranged to fit the shaft. .

According to a third aspect of the present invention, the third clutch (C3) is disposed between the first planetary gear (10) and the second planetary gear (11), and the fourth brake is provided. The braked part (67) of (B4)
3. The automatic transmission according to claim 1, wherein the automatic transmission is arranged on an outer peripheral side of the third clutch (C3).

According to a fourth aspect of the present invention, there is provided a counter gear section (23, 25) for interlocking an output section (CR) of the main transmission mechanism and an input section (R3) of the sub transmission mechanism. The gear portion is disposed axially forward of the first planetary gear (10), and a ring gear (R3) of the first planetary gear is connected to the counter gear portion to constitute an input portion of the subtransmission mechanism. 3. The automatic transmission according to claim 1, wherein the second shaft (6) is connected to an output portion (12) of the auxiliary transmission mechanism.

The present invention according to claim 5 is characterized in that the case (1)
3) has a rear cover (13 ₃₎ in its axial rearward end portion, a part of the fifth hydraulic servo of the brake (71) is made is configured by the rear cover, according to claim 1 or 2
In the automatic transmission described.

According to a sixth aspect of the present invention, the third extension member (89) extends between the second planetary gear (11) and the second extension member (86), and The braked part (70) connected to the outer peripheral part of the third extension member
3. The automatic transmission according to claim 2, wherein the gear is disposed on an outer peripheral side of the second planetary gear.

According to a seventh aspect of the present invention, the second extension member (86) constitutes a part of a hydraulic servo (67) for operating the third clutch (C3). 2. The automatic transmission according to item 2.

According to an eighth aspect of the present invention, the two elements appropriately connected by the third clutch (C3) are connected to the first clutch (C3).
A sun gear (S3) of a planetary gear (10) and a carrier (CR3), which is connected to the outer periphery of the second extending member (86) and extends in the axial direction; , The third clutch hydraulic servo (68) and the third clutch (C) in order from the second extension member to the first planetary gear.
The automatic transmission according to claim 7, wherein 3) is arranged side by side in the axial direction.

According to a ninth aspect of the present invention, in the automatic transmission according to any one of the first to eighth aspects, the fourth brake (B4) is a band brake.

[Operation] As described above, in the auxiliary transmission mechanism (5), the axially forward portion of the carrier (CR3) of the first planetary gear (10) and the ring gear (R4) of the second planetary gear (11) are used. By connecting the rear side in the axial direction to the shaft (6), the carrier (CR3)
And the ring gear (R4), the fourth brake (B4) for fastening the two sun gears (S3, S4) can be arranged in a portion between the first and second planetary gears (10, 11). . As a result, the fifth brake (B5) which is fastened to the carrier (CR4) of the second planetary gear (11) and operates at the first speed is disposed axially rearward with respect to the fourth brake (B4). Can be
Therefore, a fifth brake hydraulic servo (71) can be provided in a part (13 ₃ ) of the case, and the fifth brake (B5) can be connected to the multi-plate brake without a large increase in the axial dimension. It becomes possible.

Note that the reference numerals in parentheses are for comparison with the drawings, but do not limit the configuration of the present invention.

[0019]

According to the first aspect of the present invention, in the auxiliary transmission mechanism in which the reduced speed is input from the main transmission mechanism and the torque load is large, the fifth brake which acts at the first speed and has the largest torque distribution. Is disposed axially rearward with respect to the fourth brake, so that a multi-disc brake having a high degree of freedom in designing the torque capacity can be obtained, and a hydraulic servo is constituted by using a part of the case. Thus, the increase in the axial dimension can be minimized, and the vehicle mountability of the automatic transmission can be ensured.

According to the second aspect of the present invention, the carrier of the first planetary gear and the ring gear of the second planetary gear are connected to each other via the carrier support and the first extension member connected to the shaft, respectively. Since the braked parts of the fourth and fifth brakes are connected via the second and third extending members, respectively, the carrier supporting part and each of the above-mentioned extending members are compared by flange-shaped members. Therefore, it is possible to reduce the axial dimension of the auxiliary transmission mechanism.

According to the third aspect of the present invention, the third clutch operating at the third speed is arranged so as to overlap with the fifth brake in the axial direction to prevent an increase in the axial dimension. Can be.

According to the fourth aspect of the present invention, since the counter gear portion is disposed axially forward of the first planetary gear, the axial dimension of the subtransmission mechanism is reduced by that of the main transmission mechanism disposed on the first shaft. The setting can be made without being greatly affected by the axial dimension, and the degree of freedom in designing the axial dimension of the automatic transmission can be improved.

According to the fifth aspect of the present invention, since the fifth brake hydraulic servo is provided on the rear cover attached to the rear end of the case, the assemblability of the automatic transmission can be improved.

According to the sixth aspect of the present invention, the fifth braked part to be connected to the third extending member is the second braked part.
Since it is arranged so as to overlap with the planetary gears in the axial direction, the dimension in the axial direction can be reduced.

According to the seventh aspect of the present invention, since the second extension connected to the fourth brake is a part of the third clutch hydraulic servo, an increase in the number of parts can be prevented and the shaft can be prevented from increasing. An increase in the dimension in the direction can be prevented.

According to the eighth aspect of the present invention, the third clutch and its hydraulic servo and the fourth brake are arranged so as to be overlapped in the axial direction to reduce the axial dimension. it can.

According to the ninth aspect of the present invention, since the fourth brake is disposed between the first and second planetary gears, the multi-plate brake is combined with the hydraulic servo arrangement. However, the band brake prevents the axial dimension from increasing, and the fourth brake operates at the second speed.
In addition, the fact that the main speed change mechanism is also at the middle speed or higher enables the torque sharing to be less than that of the fifth brake that operates at the first speed, and the band brake can sufficiently respond. It is possible.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, a four-speed automatic transmission on which the present invention is based will be described with reference to FIG.

The four-speed automatic transmission 1 'has a first shaft 3 aligned with the engine output shaft 20 and a second shaft 6' arranged parallel to the first shaft. The torque converter 21 and the main transmission mechanism 2 are arranged on the first shaft 3, and the auxiliary transmission mechanism 5 ′ is arranged on the second shaft 6 ′. The torque converter 21 is supported via an impeller 21a connected to the engine output shaft 20, a turbine 21b connected to the input shaft 3 of the main transmission mechanism 5 constituting the first shaft, and a one-way clutch 21c. 21d, the rotation of the engine output shaft 20 is controlled by an oil flow in a torque converter or by a lock-up clutch 22.
Is transmitted to the input shaft 3 by the mechanical connection according to.

The main transmission mechanism 2 has a planetary gear unit composed of a single planetary gear 7 and a dual planetary gear 9, and in this gear unit, a sun gear S and a carrier CR are configured in common to the two planetary gears 7, 9. The input shaft 3 is connected to a single planetary gear 7 via a forward (first) clutch C1.
And a carrier CR which is connected to the sun gear S via a direct (second) clutch C2 and serves as an output portion of the main transmission mechanism 2.
Is connected to the drive gear 23 of the counter gear section.
The sun gear S is locked by the first brake B1 and locked in the forward drive (engine → wheel) / forward rotation direction via the second brake B2 and the first one-way clutch F1. You. Further, the ring gear R2 of the dual planetary gear 9 is locked by the third brake B3 and locked by the second one-way clutch F2 in the forward drive / forward rotation direction.

On the other hand, the sub-transmission mechanism 5 'has one (first
1) has a single planetary gear 10. A counter driven gear 25 meshing with the counter drive gear 23 to form a counter gear portion is connected to a ring gear R3 of a planetary gear serving as an input portion of the subtransmission mechanism 5 ', and is connected to a differential device. The gear 12 constituting the output section is connected to the carrier CR3. Further, the carrier CR3 and the sun gear S3 are connected via an underdrive (UD) direct (third) clutch C3, and the sun gear S3 is locked by the fourth brake B4, and The one-way clutch F3 'is engaged in the forward drive / forward rotation direction.

The main transmission mechanism 2 described above obtains three forward speeds and one reverse speed by itself, and the subtransmission mechanism 5 'obtains two speeds directly connected to the underdrive. 2 to obtain the fourth forward speed and the first reverse speed.

That is, in the first speed (1ST) state, the forward clutch C1 is engaged, and the second and third one-way clutches F2 and F3 'are operated to stop the ring gear R2 of the dual planetary gear and the sun gear S3 of the UD planetary gear. Held in state. In this state, the rotation of the input shaft 3 is transmitted to the ring gear R1 of the single planetary gear via the forward clutch C1, and the link gear R2 of the dual planetary gear is in a stopped state, so that the common rotation of the sun gear S is performed in the reverse direction. The carrier CR is greatly reduced in the forward direction. The decelerated rotation is performed by the counter drive gear 23 and the driven gear 2.
5, the transmission is transmitted to the ring gear R3 of the UD planetary gear, and the sun gear S3 is in a stopped state. Therefore, the speed is further reduced by the subtransmission mechanism 5 ', and the first-speed rotation is output from the carrier CR3 to the output gear 12.

In the second speed (2ND) state, in addition to the forward clutch C1, the second brake B2 is operated, and further, the operation is switched from the second one-way clutch F2 to the first one-way clutch F1, and The one-way clutch F3 'of No. 3 is maintained in the operating state. In this state, the common sun gear S is connected to the second brake B2 and the first sun gear S2.
The rotation of the single planetary gear ring gear R1 transmitted from the input shaft 3 via the forward clutch C1 causes the carrier CR to decelerate in the forward direction while causing the dual planetary gear ring gear R2 to idle in the forward direction. Rotate. Furthermore,
The decelerated rotation is transmitted to the output gear 12 via the counter gears 23 and 25 and the sub-transmission mechanism 5 'in the underdrive state, and the second-speed rotation is output.

In the third speed (3RD) state, the forward clutch C1, the second brake B2, and the first one-way clutch F1 are maintained in the engaged state, and the engagement of the third one-way clutch F3 'is released. At the same time, the UD direct clutch C3 is engaged. That is, the main transmission mechanism 2
Is maintained as it is, the above-described rotation at the second speed is transmitted to the counter driven gear 25, and the UD direct clutch C3 is engaged in the auxiliary transmission mechanism 5 ', so that the UD planetary gear 10 is integrated, The rotation of the driven gear 25 is output from the output gear 12 as it is.

In the fourth speed (4TH) state, in addition to the forward clutch C1 and the UD direct clutch C3, the direct clutch C2 is also engaged. In this state, the input shaft 3
Is transmitted to the common sun gear S together with the ring gear R1 of the single planetary gear, the gear unit including the single and dual planetary gears 7 and 9 rotates integrally, and the direct rotation is transmitted to the counter drive gear 23. Further, the auxiliary transmission mechanism 5 'is also in a directly connected state,
Is directly output from the output gear 12.

In the reverse (REV) state, the direct clutch C2 and the third brake B3 are engaged, and the fourth brake B4 is engaged. In this state, the input shaft 3
Is transmitted to the sun gear S via the direct clutch C2, and the ring gear R2 of the dual planetary gear is stopped by the third brake B3. Therefore, the carrier CR also reversely rotates while the ring gear R1 of the single planetary gear idles in the reverse direction. Then, the reverse rotation is transmitted to the ring gear R3 of the UD planetary gear via the counter gears 23 and 25. In the UD planetary gear 10, the sun gear S3 is also stopped in the reverse rotation direction by the fourth brake B4, and the rotation of the ring gear R3 of the ring gear is
The output is output from the carrier CR3 to the output gear 12 as the reverse rotation at a reduced speed.

In order to operate the engine brake,
A circle shown by a broken line in FIG. That is, 1
At high speeds, the third brake B3 and the fourth brake B4 are engaged, and the ring gears R2 and UD planetary gears of the dual planetary gears that run idle in the second one-way clutch F2 and the third one-way clutch F3 '. , The second brake B1 and the fourth brake B4
Are engaged, and the common sun gear S and the sun gear S3, which are idle in the first one-way clutch F1 and the third one-way clutch F3 ', are held in a stopped state, and
At a high speed, the first brake B1 is engaged to hold the common sun gear S in a stopped state.

Next, an outline of a five-speed automatic transmission according to the present invention will be described with reference to FIG.

The automatic transmission 1 is the same as the basic four-speed automatic transmission described above and the main transmission mechanism 2 thereof.
The sub transmission mechanism 5 partially differs. The auxiliary transmission mechanism 5 has the same configuration as the previous auxiliary transmission mechanism 5 ′, the configuration of the first single planetary gear 10, the UD direct clutch C <b> 3, and the fourth brake B <b> 4, and additionally includes the second single planetary gear 11 and the second single planetary gear 11. 5 in that the fifth brake B5 is provided and the engagement position of the third one-way clutch F3 is different.

That is, the auxiliary transmission mechanism 5 has first and second single planetary gears 10 and 11, and the carrier CR3 of the first single planetary gear and the ring gear R4 of the second single planetary gear are integrally connected. At the same time, the sun gears S3, S4 are integrally connected,
It constitutes a Simpson type gear train. As in the case of the subtransmission mechanism 5 ', the ring gear R3 of the first single planetary gear is connected to the counter driven gear 25 to form an input portion, and the carrier CR3 of the first single planetary gear is connected to the output gear 12. are doing.
Furthermore, the carrier CR3 of the first single planetary gear
A UD direct clutch C3 is interposed between the second sun gear S3 and the integral sun gear S4, the integral sun gear S3 (S4) can be appropriately locked by the fourth brake B4, and the carrier CR4 of the second single planetary gear is The third one-way clutch F3 and the fifth brake B5 can be engaged appropriately. Thus, the subtransmission mechanism 5 can obtain the third forward speed.

Next, the operation of the five-speed automatic transmission 1 will be described with reference to the operation table shown in FIG.

In the first speed (1ST) state, the forward clutch C1, the second one-way clutch F2 and the third one-way clutch F3 are engaged. As a result, the main transmission mechanism 2 is decelerated in the same manner as the first speed of the automatic transmission, and
The reduced rotation is transmitted to the ring gear R3 of the UD planetary gear in the subtransmission mechanism 5 via the counter gears 23 and 25. The auxiliary transmission mechanism 5 is in the first speed state with the carrier CR4 of the second single planetary gear stopped by the third one-way clutch F3, and is in the first speed state.
Is further decelerated by the subtransmission mechanism 5, and
Output from the output gear 12.

In the second speed (2ND) state, in addition to the forward clutch C1, the second brake B2 is engaged, and
The second one-way clutch F2 is smoothly switched to the first one-way clutch F1, and the main transmission mechanism 2 enters the second speed state as described above. Further, the auxiliary transmission mechanism 5 is in the first speed state by engagement of the third one-way clutch F3,
By combining the second speed state and the first speed state, the second speed can be obtained in the automatic transmission 1 as a whole.

In the third speed (3RD) state, the main transmission mechanism 2
Is the same as the above-described second speed state in which the forward clutch C1, the second brake B2, and the first one-way clutch F1 are engaged, and the auxiliary transmission mechanism 5 engages the fourth brake B4. Then, the sun gears S3 and S4 of the first and second single planetary gears are fixed, and the rotation of the first single planetary gear from the ring gear R3 is output from the carrier CR3 as the second speed rotation. With the second speed of the subtransmission mechanism 5, the third speed can be obtained in the entire automatic transmission 1.

In the fourth speed (4TH) state, the main transmission mechanism 2
Are the same as the above-described second and third speed states in which the forward clutch C1, the second brake B2, and the first one-way clutch F1 are engaged. The auxiliary transmission mechanism 5 releases the fourth brake B4 and UD The direct clutch C3 is engaged. In this state, the ring gear R3 of the first single planetary gear and the sun gear S3 are connected, and the planetary gears 10 and 11 are directly connected to rotate. Accordingly, the direct connection between the second speed of the main transmission mechanism 2 and the auxiliary transmission mechanism 5 (3
), And the fourth gear is output from the output gear 12 in the entire automatic transmission.

In the fifth speed (5TH) state, the forward clutch C1 and the direct clutch C2 are engaged, and the rotation of the input shaft 3 causes the ring gear R1 of the single planetary gear to rotate.
The main transmission mechanism 2 is transmitted directly to the sun gear S and the sun gear S, so that the main transmission mechanism 2 is in direct connection rotation in which the gear unit rotates integrally. Further, the sub-transmission mechanism 5 has a direct connection rotation in which the UD direct clutch C3 is engaged. Therefore, the third speed (direct connection) of the main transmission mechanism 2 and the third speed (direct connection) of the auxiliary transmission mechanism 5 are combined, The fifth-speed rotation is output from the output gear 12 in the entire automatic transmission.

In the reverse (REV) state, the direct clutch C2 and the third brake B3 are engaged, and the fifth brake B5 is engaged. In this state, in the main transmission mechanism 2, the reverse rotation is taken out as described above, and
In addition, the auxiliary transmission mechanism 5 performs the second braking based on the fifth brake B5.
Carrier CR4 of the single planetary gear is also stopped in the reverse rotation direction, and is maintained in the first speed state. Therefore, the reverse rotation of the main transmission mechanism 2 and the first-speed rotation of the auxiliary transmission mechanism 5 are combined, and the output shaft 12 outputs reverse reduced rotation.

In FIG. 4, similarly to FIG. 3, circles with broken lines indicate that the engine is operated during engine braking. That is, at the first speed, the third brake B3 and the fifth brake B5 are engaged, and the ring gear R of the dual planetary gear is used instead of the second one-way clutch F2.
2 and the carrier CR4 of the second single planetary gear in place of the third one-way clutch F3.
Is fixed. In the second speed, the first brake B1 and the fifth brake B5 are engaged to fix the sun gear S in place of the first one-way clutch F1, and to replace the third one-way clutch F3. To fix the carrier CR4 of the second single planetary gear. At the third and fourth speeds, the first brake B1 is engaged to fix the sun gear S instead of the first one-way clutch F1.

Next, a specific example of the five-speed automatic transmission 1 according to the present invention will be described with reference to FIG.

The five-speed automatic transmission 1 includes a torque converter 21, a three-speed main transmission mechanism 2, a three-speed auxiliary transmission mechanism 5, and a differential 26, and these parts are integrally connected to each other. that the transaxle housing 13 _1, and is housed integrally case made transaxle case 13 ₂ and transaxle rear cover 13 _3. And the torque converter 21 is an impeller 21
a, a lock-up clutch 22 is provided in addition to the turbine 21b and the reactor 21d, and a main transmission mechanism is provided from an engine clutch shaft shaft through an oil flow in the torque converter 21 or through a mechanical connection by the lock-up clutch 22. 5 is transmitted. The case 13 has a first shaft 3 arranged in alignment with the crankshaft and a second shaft 6 rotatably supported in parallel with the first shaft 3. A valve body 31 is provided at the center of the vehicle, and an oil pump 32 is provided between the main transmission mechanism 2 and the torque converter 21.

The main transmission mechanism 5 includes an oil pump 3 in the axial direction.
A brake portion 33, an output portion 35, a planetary gear unit portion 36, and a clutch portion 37 are arranged in this order from the outside toward the outside 2. Further, a hollow shaft 39 is rotatably fitted on the first shaft 3 so as to be rotatable. .

The planetary gear unit 36 includes a single planetary gear 7 and a dual planetary gear 9.
The single planetary gear 7 is composed of a long gear formed on the hollow shaft 39, a sun gear S and a ring gear R.
1 and a carrier CR supporting a pinion P1 composed of a long pinion meshing with these gears. The dual planetary gear 9 meshes with the common sun gear S, ring gear R2, and sun gear S formed on the hollow shaft 39 and has a common pinion. And a common carrier CR that supports the pinion P1 meshing with the pinion P1 and the ring gear R2 so as to mesh with each other. The planetary gears 7 and 9 have a sun gear S formed of a common gear formed on the hollow shaft 39, and the carrier CR is integrally formed as a common carrier.
Consists of a long pinion.

Further, the brake portion 33 sequentially includes a first one-way clutch F1 and a first one-way clutch F1 from the inner diameter side toward the outer diameter direction.
A brake B1 and a second brake B2 are disposed, and hydraulic servos 40 and 41 formed in a case 13a integrally connected to a case of the oil pump 32 are provided at positions adjacent to the respective brakes in a radial direction. Are installed side by side.
The first brake B1 is interposed between a flange 39a at the tip of the hollow shaft 39 and a flange extending from the pump case 13a, and the second brake B2 is an outer race of the first one-way clutch F1. The first one-way clutch F1 is interposed between a flange portion extending from the pump case 13a and a flange portion from the pump case 13a.
And the first brake B1.

On the other hand, the output unit 35 is connected to the axle case 13 ₂
Has a counter drive gear 23 supported by a bearing 42 on a partition 13b formed on the carrier 13 and is connected to the carrier CR via a spline. Further, the outer race portion of the bearing 42 is non-rotatably fixed to the partition wall 13b and extends in the axial direction, and a second one-way is provided between the extended portion and a connecting portion integrally connected to the ring gear R2. The clutch F2 is interposed. Between the ring gear R2 periphery and the axle casing 13 ₂ and the third brake B3 is interposed, and is disposed hydraulic servo 45 to the one side wall surface of the partition wall 13b, the piston of the servo 45 is comb-shaped And a return spring 46 is provided at the comb portion thereof for controlling the third brake B3.

[0056] Then, the clutch unit 37 is accommodated in the transaxle rear cover 13 _three parts constituting the integrated casing located provided with a forward clutch C1 and the direct clutch C2, and the main transmission mechanism 2 tip. Further, the first shaft 3 tip and flange portion 3a and fitted to the boss portion 47 formed in the cover 13 ₃ is connected integrally to the flange portion 3a is fitted movable member 49 Further, a piston member 50 is fitted to the movable member 49. In addition, the movable member 49 forms an oil chamber 51 between the inner diameter portion and the flange portion 3a, and
The outer diameter portion is connected to the flange portion 3a so as to prevent only relative rotation, and is in contact with the forward clutch C1 at a small interval, thereby constituting a hydraulic clutch for the forward clutch. On the other hand, the piston portion 50 constitutes an oil chamber 52 between the movable member 49 and the piston portion 50 and is in contact with the direct clutch C2 on the opposite surface to constitute a hydraulic servo for the direct clutch. Further, a spring 53 is contracted between the piston member 50 and the ring 3b to which the first shaft 3 is fixed.
Constitutes a return spring common to the piston members 49 and 50 of both hydraulic servos. The forward clutch C1 is interposed between the outer periphery of the flange 3a and the outer periphery of the ring gear R1 of the single planetary gear. The direct clutch C2 is a flange connected to the inner periphery of the movable member 49 and the tip of the hollow shaft 3. 39b.

On the other hand, the auxiliary transmission mechanism 5 includes a gear portion 60, a first single planetary gear 10, a control portion 61, a second single planetary gear 11, and an additional control portion 62, which extend outward in the axial direction of the second shaft 6. There are disposed in this order, and the second shaft 6 bearing 63 on the case 13 _1, 13 _3,
It is rotatably supported at 65.

The gear portion 60 is spline-engaged with the second shaft 6 and is transmitted to the differential portion 26 by a differential drive pinion (output gear) 12. A counter driven gear 25 that meshes with the gear 23 to form a counter gear portion.

Further, the first single planetary gear 10
Means that the ring gear R3 is the counter driven gear 2
5 and an input section, and a sleeve 66 on which a sun gear S3 is formed is rotatably supported by the second shaft 6. The pinion P3 is supported by a carrier CR3 composed of a flange 6a formed integrally with the second shaft 6, and a carrier C3 supporting the other end of the pinion P3.
R3 is connected to the inner hub 92 of the UD direct (third) clutch C3. That is, the carrier CR3
Is connected axially forward of the first planetary gear 10 to the second shaft 6 by the flange-shaped carrier support portion 6a extending radially inward from the carrier.

The control unit 61 has a fourth brake B4 composed of a band brake disposed on the outer peripheral side, and a UD direct clutch C3 disposed on the inner diameter side of the drum 67 which is a braked part of the brake. Have been. Further, the sun gear sleeve 66 is provided with a hydraulic servo 68 for the direct clutch C3 and the drum 6
7 and the outer hub 93 of the clutch C3 are integrally fixed. That is, an outer-diameter flange-like (second) extending member 86 is provided between the first planetary gear 10 and the second planetary gear 11 from the sleeve-like connecting member 66 connecting the two sun gears S3 and S4. The outer hub 93 and the drum 67 are integrally connected to the outer peripheral end of the extending member (flange) so as to extend axially forward. The drum 67 has a brake band wound around its outer periphery to constitute a portion to be braked by the fourth brake B4. The outer hub 93 disposed on the inner diameter side of the drum 67
Constitutes a third clutch C3 composed of a multi-plate clutch with the inner hub 92. Further, the extending member 86 constitutes a part of the hydraulic servo 68 of the clutch C3. Therefore, on the inner diameter side of the braked portion 67 of the fourth brake B4, the extending member 86 A third clutch hydraulic servo 68 and a third clutch C3 are arranged in order in the axial direction toward the first planetary gear 10.

Then, the second single planetary gear 1
In 1, the sun gear S <b> 4 is formed on a sleeve 66 which is the connecting member, and the ring gear R <b> 4 is connected to a flange 69 which is spline-connected to the second shaft 6. Also, the carrier C supporting the pinion P4
R4 is connected to a drum 70 extending outward in the axial direction. That is, the flange 69 extends radially inward from the ring gear R4 behind the second planetary gear 11 in the axial direction, and constitutes a (first) extending portion. Is connected to the second shaft 6 so that the second shaft
Ring gear R4 of second planetary gear 11 via shaft
And the carrier CR3 of the first planetary gear 10 are connected. Further, the drum 70 has a (third) extension member 89 which extends in the outer diameter direction from the carrier CR4 between the first planetary gear 10 and the second planetary gear 11 at an axial front end thereof. To the carrier.

The additional control section 62 includes a fifth brake B5 and a third one-way clutch F3 from the outer diameter side. The additional control section 62 is located at the outermost end of the second shaft, and is provided with the second single planetary gear 11. It is housed in the axle rear cover 13 ₃ with. Then, the inner peripheral portion of the rear cover 13 ₃ and spline is formed, the fifth brake B5 consisting multiple disc brake between the outer peripheral portion of the drum 70
Is arranged. A flange 13e for supporting the second shaft 6 is formed on the rear cover 133, and constitutes a fifth brake B5 hydraulic servo 71 having an annular piston 72 between the flange and the cylindrical portion. are doing. Also,
A third one-way clutch F3 is provided between the flange 13e and the drum 70. That is, the drum 70
Is relatively long in the axial direction, is connected at its front end to the carrier CR4 via the extending member 89, and has a spline for engaging a brake disk on its outer peripheral surface. A fifth portion to be braked is formed to form a fifth braked portion, and a front portion thereof is formed relatively thin, a second planetary gear 11 is disposed on an inner diameter side thereof, and a rear portion thereof is formed. Formed relatively thick,
Outer race 70a for third one-way clutch F3
Is composed.

Further, the differential 26 includes a differential gear unit 75 and a ring gear mount case 76. The mount case 76 fixes the ring gear 77 meshing with the differential drive gear 12 and supports the differential pinion 79 of the differential gear unit 75 to constitute a differential carrier. The differential gear unit 75 has left and right side gears 80l and 80r meshing with the pinion 79, and these side gears are respectively connected to the left and right front axles.

As shown in FIG. 6, in the above-described basic four-speed automatic transmission 1 ', parts indicated by solid-line hatched parts are added as new parts, and broken-line hatched parts indicate equipment added to the existing line. Is the corresponding improvement. That is, the rear cover 13 ₃ , the second shaft 6, the additional control unit 62 (the fifth brake B 5 and the third one-way clutch F 3) and the sun gear sleeve 66 are provided as new components, and the valve body 31 and the transaxle case 13 are provided. ₂ is modified by adding equipment. The second planetary gear 11 uses the existing components for the pinion P <b> 4, and the bearing 6 supporting the second shaft 6.
5 also uses existing parts.

Therefore, the other parts (the parts without hatching in FIG. 6), namely, the torque converter 21, the main transmission mechanism 2, the transformer housing 13 ₁ , the differential section 26, and the first single planetary gear 10, the gear in the sub transmission mechanism The unit 60 and the control unit 61 are common to the underlying four-speed automatic transmission 1 '.

Since the present embodiment is constructed as described above, the rotation of the engine crankshaft is transmitted to the first shaft 3 via the torque converter 21 or the lock-up clutch 22, and is appropriately shifted to the main transmission mechanism 2. Further, the speed-change rotation is transmitted to the sub-transmission mechanism 5 via the counter drive gear 23 and the counter driven gear 25.
The speed is appropriately changed by the subtransmission mechanism 5, and the rotation is transmitted to the left and right front axles via the differential 26. At this time, each control element C1,
C2, B1, B2, B3, F1, F2 and the control elements C3, B4, B5, F3 of the subtransmission mechanism 5 operate as shown in FIG. In the drawing, solid circles indicate operations, that is, braking, connection of a clutch and engagement of a one-way clutch, and broken circles indicate operations during coasting. That is, the first speed of the main transmission mechanism 2 and the first speed of the auxiliary transmission mechanism 5 are combined to obtain the first speed in the entire transmission 1.
The second speed of the main transmission mechanism 2 and the first speed of the auxiliary transmission mechanism 5 are combined to obtain the second speed in the entire transmission 1. Further, the main transmission mechanism 2
And the second speed of the auxiliary transmission mechanism 5 are combined to obtain the third speed as a whole, and the second speed of the main transmission mechanism 2 and the third speed of the auxiliary transmission mechanism 5 are combined to obtain the fourth speed as a whole. And the main transmission mechanism 2
Is combined with the third speed of the subtransmission mechanism 5, so that the fifth speed can be obtained as a whole.

It should be noted that the combination of the main transmission mechanism 2 and the sub transmission mechanism 5 is not limited to the above-described one, but may be another combination.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a four-speed automatic transmission on which the present invention is based.

FIG. 2 is a diagram showing the operation.

FIG. 3 is a schematic diagram showing a five-speed automatic transmission according to the present invention.

FIG. 4 is a diagram showing the operation.

FIG. 5 is a sectional view showing a specific example of a five-speed automatic transmission according to the present invention.

FIG. 6 is an explanatory view showing the newly provided part.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 (5th speed) automatic transmission 1 '(4th speed) automatic transmission 2 Main transmission mechanism 3 1st shaft 3a input part 5 Subtransmission 5' (foundation) subtransmission 6 2nd shaft 6a Carrier support 7 a third planetary gear (single planetary gear) 9 fourth planetary gear (dual planetary gear) 10 first (single) planetary gear 11 and the second (single) planetary gear 12 the output section (gear) 13 ... casing 13 ₃ (transaxle) rear cover 23, 25 Counter gear section 66 Connecting member (sleeve) 67 Brake target section (drum) 68 Third clutch hydraulic servo 69 First extension member (flange) 70 Brake target section (drum) 71 Fifth brake hydraulic pressure Servo 86 Second extension member (flange) 89 Third extension member C1 First (forward) clutch C2 Second (Direct) clutch C3 Third (UD direct) clutch B1 First brake B2 Second brake B3 Third brake B4 Fourth brake B5 Fifth brake F1 First one-way clutch F2 Second one-way clutch F3 Third one-way clutch S3 Sun gear CR3 Carrier R3 ring gear S4 Sun gear CR4 Carrier R4 Ring gear

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Satoru Kasuya 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Nobutada Sugiura, 10 Takane, Fujii-machi, Anjo, Aichi Prefecture (72) Inventor Masaaki Nishida 10th Takane, Fujii-machi, Anjo-shi, Aichi Prefecture Inside Aisin-AW Co., Ltd. (56) References JP-A-59-133852 (JP, A) JP-A-4-73447 (JP, A) JP-A-63-145848 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 3/44-3/78

Claims (9)

(57) [Claims] 1. A main transmission mechanism disposed on a first shaft to achieve a plurality of forward gears and a first reverse speed, and a main transmission mechanism disposed on a second shaft parallel to the first shaft and receiving power from the main transmission mechanism. And a case for accommodating the main speed change mechanism and the sub speed change mechanism, and a plurality of shift speeds and reverse movements by a combination of the main speed change mechanism and the sub speed change mechanism. In the automatic transmission capable of obtaining the first speed, the auxiliary transmission mechanism includes a first planetary gear, a second planetary gear disposed axially rearward of the first planetary gear, and the first and second planetary gears. And a fourth brake engaged at a second speed of the auxiliary speed change mechanism. And engaged at the third speed A third clutch, wherein an axial front of a carrier of the first planetary gear and an axial rear of a ring gear of the second planetary gear are arranged at a center of the first and second planetary gears. It was by respectively connected to the second shaft, and connecting the ring gear of the second planetary gear and the first planetary gear carrier, and a sun gear of said first sun gear and the second planetary gear of the planetary gear, The third clutch is disposed so as to appropriately connect the two elements of the first or second planetary gear, and the fourth brake is connected to the first member by the first member. The fifth brake is disposed so as to act on a braked portion connected via a planetary gear and the second planetary gear. The hydraulic servo for operating the fifth brake comprises a multi-plate brake acting on a braked portion connected to the carrier of the second planetary gear via the first planetary gear and the second planetary gear. An automatic transmission, wherein a part of the case is disposed axially rearward of the second planetary gear, and a part thereof is formed. 2. A carrier support extending from a carrier of the first planetary gear in a radially inward direction axially forward of the first planetary gear and connected to the second shaft; and A first extension portion extending radially inward from the ring gear rearward in the axial direction of the second planetary gear and connected to the shaft; and the first planetary gear and the second from the connection member.
A second extending member extending radially outwardly between the planetary gears and connected to the braked portion for the fourth brake; a first planetary gear from the carrier of the second planetary gear; A third extension member extending in the outer diameter direction between the two planetary gears and connected to the fifth braked portion to be braked, wherein the connection member fits the shaft. The automatic transmission according to claim 1, comprising a sleeve disposed on the automatic transmission. 3. The third clutch is disposed between the first planetary gear and the second planetary gear, and the braked part of the fourth brake is disposed on an outer peripheral side of the third clutch. The automatic transmission according to claim 1, wherein the automatic transmission is arranged. 4. A counter gear section for interlocking an output section of the main transmission mechanism and an input section of the sub transmission mechanism, wherein the counter gear section is disposed axially forward of the first planetary gear, The ring gear of the first planetary gear is connected to the counter gear unit to form an input unit of the auxiliary transmission mechanism, and the second shaft is connected to an output unit of the auxiliary transmission mechanism. 2. The automatic transmission according to 2. 5. The case according to claim 1, wherein the case has a rear cover at a rear end in the axial direction thereof, and a part of the fifth hydraulic servo for brakes is constituted by the rear cover. Automatic transmission. 6. The braked member extended between the second planetary gear and the second extended member, and the third extended member is connected to an outer peripheral portion of the third extended member. The department is
The automatic transmission according to claim 2, wherein the automatic transmission is arranged on an outer peripheral side of the second planetary gear. 7. The automatic transmission according to claim 2, wherein the second extension member constitutes a part of a hydraulic servo that operates the third clutch. 8. The two elements appropriately connected by the third clutch are a sun gear and a carrier of the first planetary gear, and are connected to an outer peripheral portion of the second extending member and extend in an axial direction. The third clutch hydraulic servo and the third clutch are arranged in the axial direction in order from the second extending member to the first planetary gear on the inner diameter side of the fourth braked portion to be braked. The automatic transmission according to claim 7, wherein the automatic transmission is arranged as follows. 9. The automatic transmission according to claim 1, wherein the fourth brake is a band brake.