JP3362728B2 - Transmission friction engagement device for transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a speed change friction engagement device for an automatic transmission used in a vehicle such as an automobile, and more particularly to a hydraulically actuated compound clutch.

[0002]

2. Description of the Related Art An automatic transmission used in a vehicle such as an automobile has a gear type transmission composed of a planetary gear unit and the like, and the gear type transmission is composed of a plurality of shifting frictions such as clutches and brakes. By engaging or disengaging the engaging device in a predetermined combination, a plurality of shift speeds are switched to selectively establish a plurality of forward speeds and one reverse speed. There is.

The shift friction engagement device in an automatic transmission is generally a hydraulically actuated multi-disc clutch or multi-disc brake, and the number of parts and the miniaturization design of this type of automatic transmission are reduced. In order to increase the degree of freedom of
A hydraulically actuated compound clutch has been already proposed in which the number of constituent parts of the friction engagement device is reduced and the size thereof is reduced, which is disclosed, for example, in JP-A-62-141343 and JP-A-62-1.
41344, JP-A-63-145848, JP-A-5
Nos. 9-166726 and 60-95237.

[0004]

In the conventional compound clutch, the piston member of one clutch is constructed as an outer clutch member which is a drum member of the other clutch, and the piston member is provided on one side with one side. And a hydraulic servo chamber for the other clutch on the other side. Therefore, the two clutches described above are used to establish a certain shift speed. When the two are simultaneously engaged, the servo hydraulic pressure acts on both sides of the piston member, and the engagement force of the one clutch is reduced. In order to secure the clutch capacity of this one clutch, it is necessary to increase the number of clutch discs and clutch plates, which may lead to insufficient achievement of the intended purpose.

Further, even if a hydraulic pressure is supplied to the hydraulic servo chamber for engaging the one clutch in a state where the other clutch is engaged, the one of the other clutches will be changed from the engagement of the other clutch. The clutch may not be properly engaged, which may cause a problem in the shift control.

The present invention solves the above-mentioned problems, achieves the intended purpose of reducing the number of parts and increasing the degree of freedom in downsizing, and is a compound clutch type which does not hinder the shift control. It is an object of the present invention to provide a friction engagement device of

[0007]

SUMMARY OF THE INVENTION According to the present invention, the above-mentioned object is to provide a first and a second friction engagement mechanism for selecting a gear stage of a transmission by switching between engagement and disengagement. A first member that includes a coupling device and operates as one of the two relatively rotating input / output members of the first friction engagement device, and the two relatively rotation members of the second friction engagement device. The second member that operates as one of the input / output members is engaged in a torque transmission relationship so as to operate as a piston that presses the friction engagement plates of the first friction engagement device. In a speed change frictional engagement device of a transmission including a frictional engagement device, one of the first and second frictional engagement devices is a frictional engagement device that is engaged only in a reverse stage of the transmission. And the other is engaged only in the forward high speed stage of the transmission.
And a frictional engagement device for speed change of a transmission.

[0008]

As described above, as described above, the first member that operates as one of the two relatively rotating input / output members of the first friction engagement device is connected to the two members of the second friction engagement device. A second member, which operates as one of the relatively rotating input / output members, is coupled in a torque transmitting relationship and operates as a piston that presses the friction engagement plates of the first friction engagement device so as to operate as a piston. When the second friction engagement device is combined, one of the first and second friction engagement devices thus combined is a friction engagement device that is engaged only in the reverse stage of the transmission, If the other is a friction engagement device that is engaged only at the high forward speed of the transmission, the transmission is switched from the reverse speed to the forward speed, and the forward speed is set to the first forward speed. When starting from the state or starting from the state of the second forward speed, the friction coefficient of the other Since the device does not engage, in many situations in which the transmission is switched from reverse to forward and the vehicle is started forward, the operation of each of the two friction engaging devices due to the combination of the two friction engaging devices It is possible to surely avoid the occurrence of obstacles such as insufficient engagement pressure or hindering smooth engagement and disengagement due to the influence of the operation.

[0009] Thus, the two grinding Kosugakarigo device, as a combination of those not engaged simultaneously engaging in the middle of the shifting by switching the frictional engagement device, the technical idea that the composite in the above manner It will be apparent from the embodiments described below that the present invention can be realized as a practically effective automatic transmission, not just a desire.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 shows an example of a planetary gear type transmission of an automatic transmission for a vehicle to which a shifting frictional engagement device according to the present invention is applied. In the figure, 10 is the first sun gear,
12 is a first ring gear concentric with the first sun gear 10
Reference numeral 4 denotes a first planetary pinion that meshes with the first sun gear 10 and the first ring gear 12, and 16 denotes a first carrier that rotatably carries the first planetary pinion 14.
Is a second sun gear, 22 is a second ring gear concentric with the second sun gear 20, 24 is a second planetary pinion meshing with the second sun gear 20 and the second ring gear 22, 26
Indicate respective second carriers that rotatably carry the second planetary pinion 24. The first ring gear 12 is connected to the second carrier 26 by a connecting element 30, and the first carrier 16 is connected to the second ring gear 2 by a connecting element 32.
It is connected to 2.

The simple planetary gear mechanism composed of the first sun gear 10, the first ring gear 12, the first planetary pinion 14, and the first carrier 16 is referred to as a first-row planetary gear mechanism, and Sun gear 20, second ring gear 22, second planetary pinion 24, and second carrier 2
The simple planetary gear mechanism constituted by 6 and 6 is referred to as a second-row planetary gear mechanism. A first one-way clutch 34 and a second one-way clutch 36 are provided in series with each other between the housing 50 and the second ring gear 22 connected to the first carrier 16 by the first carrier 16 and the connecting element 32. In this case, the first one-way clutch 34 is provided on the first carrier 16 side, and the second one-way clutch 36 is provided on the housing 50 side. More specifically, the first one-way clutch 34 is connected to the first carrier 16 by its inner race 34a, and the outer race 34b is connected to the inner race 36a of the second one-way clutch 36 by the connecting member 31. The outer race 36b is connected to the housing 50.

The second carrier 26 is connected to the output gear 54 and always acts as an output member.

The first one-way clutch 34 includes the input shaft 5
When the outer race 34b tries to rotate in the same rotation direction as the rotation direction 2 of the inner race 34a at a speed exceeding the rotation speed of the inner race 34a, the engagement state is established, and when the outer race 34b is rotated in the opposite direction, the slip state is established, and the second one-way clutch 36 is When the inner race 36a tries to rotate with respect to the outer race 36b in the rotation direction opposite to the rotation direction of the input shaft 52, the engagement state is established, and when the inner race 36a is rotated, the slip state is established.

A first clutch 38 is provided between the second sun gear 20 and the input shaft 52 to selectively connect the two.

A second clutch 40 is provided between the first carrier 16 and the input shaft 52 to selectively connect the two.

A third clutch 42 is provided between the first sun gear 10 and the input shaft 52 to selectively connect the both.

Between the first sun gear 10 and the connecting member 31, there is provided a fourth clutch 44 which selectively connects the both.

A first brake 46 for selectively fixing the connecting member 31 to the housing 50 is provided between the connecting member 31 and the housing 50.

A second brake 48 for selectively fixing the second ring gear 22 to the housing 50 is provided between the second ring gear 22 and the housing 50.

With the planetary gear type transmission having the above-mentioned structure, the first speed, the second speed, the third speed (direct connection speed),
The first way is to achieve the 4th speed (increasing speed) and reverse speed.
As shown in the table. In this table, ○ indicates that the relevant clutch, brake or one-way clutch is engaged in the engine drive state, and (○) indicates that if the relevant clutch or brake is engaged, the shift It shows that the engine brake can act on the stage.

Table 1 C ₁ C ₂ C ₃ C ₄ B ₁ B ₂ F ₁ F ₂ 38 40 40 42 44 46 46 48 34 36 First speed ○ (○) ○ ○ Second speed ○ ○ (○) ○ Third gear ○ ○ ○ ○ Fourth gear ○ ○ ○ Reverse gear ○ ○

The ratio of the number of teeth of the first sun gear 10 to the number of teeth of the first ring gear 12 is ρ _1, and the second ring gear 22
When the ratio of the number of teeth of the second sun gear 20 to the number of teeth of is ρ ₂ , the gear ratio of each gear is as shown in Table 2.

Table 2 Gear ratio First speed (1 + ρ ₂ ) / ρ ₂ Second speed {(1 + ρ ₂ ) / ρ ₂ }-{1 / ρ ₂ (1 + ρ ₁ )} Third speed 1 4th Speed 1 / (1 + ρ ₁ ) Reverse Speed −1 / ρ ₁

In the friction engagement device according to the present invention, in this embodiment, the second clutch 40 and the third clutch 42 are constructed as a compound clutch, and the third clutch 42 is engaged only in the reverse gear. The second clutch 40 corresponds to a friction engagement device that is not engaged at the first forward speed.

Details of the friction engagement device according to the present invention are shown in FIG.

The third clutch 42 is a dedicated clutch for establishing a reverse gear and has an outer clutch member 100 as a clutch drum. Outer clutch member 10
0 has a cylindrical portion 102 and an end wall portion 104, and the input shaft 5
It is integrally fixedly connected to 2. Outer clutch member 1
00 has a cylindrical first inner clutch member 106.
Is arranged, and the first inner clutch member 108 is connected to the sun gear 10. The first inner clutch member 106 has a cylindrical portion 108 that is concentric with the cylindrical portion 102.

Between the cylindrical portions 102 and 108, the cylindrical portion 1
A plurality of clutch plates 110 spline-engaged with the spline 103 of No. 02 and clutch discs 112 spline-engaged with the spline 109 of the cylindrical portion 108 are alternately provided to form the third clutch 42.
The clutch plate 110 and the clutch disc 112 are pressed against each other in the axial direction to frictionally engage with each other to connect the outer clutch member 100 and the first inner clutch member 106 to each other in a torque transmitting relationship. There is.

A first piston member 114 is arranged inside the outer clutch member 100. The first piston member 114 has a cylindrical portion 116 and an end wall portion 118, and is spline-coupled to the spline 103 of the outer clutch member 100 on the outer side of the cylindrical portion 116 so as to be unrotatable. The inner peripheral surface 101 of the clutch member 100 is in sliding contact with the inner peripheral surface 122, and the outer peripheral surface 53 of the input shaft 52 is in slidable contact with the inner peripheral surface 122. The first piston member 114 has an end wall portion 11
8 and the end wall portion 104 of the outer clutch member 100 form a hydraulic servo chamber 124. The first piston member 114 is axially moved to the right in the figure by applying hydraulic pressure to the hydraulic servo chamber 124, and is engaged with the clutch plate 110 at the tip of the cylindrical portion 116. The clutch plate 110 and the clutch disc 112 are axially pressed against each other to engage the third clutch 42.

The first piston member 114 has a cylindrical portion 1
The thick-walled portion 1 is provided at a corner portion that is a connection portion between the 16 and the end wall portion 118.
It has 26. The hydraulic servo chamber 12 is provided in the thick wall portion 126.
4, a check valve 128 for draining oil and a drain oil passage 130 are provided. In this way, the first piston member 114
Since the thick portion 126 for arranging the check valve is provided at the corner portion that is the connecting portion between the cylindrical portion 116 and the end wall portion 118, the rigidity is improved.

A cylindrical second inner clutch member 132 is arranged inside the first piston member 114,
The second inner clutch member 132 is connected to the carrier 16 by a sleeve member 134 fitted on the outer circumference of the input shaft 52. The second inner clutch member 132 has a cylindrical portion 136 concentric with the cylindrical portion 116 of the first piston member 114.
have.

Between the cylindrical portions 136 and 116, the cylindrical portion 1
A plurality of clutch plates 138 spline-fitted to the 16 splines 117 and a plurality of clutch disks 140 spline-engaged to the splines 137 of the cylindrical portion 136 are alternately provided to form the second clutch 40.
The clutch plate 138 and the clutch disc 140 are pressed against each other in the axial direction so that they are frictionally engaged with each other to connect the first piston member 114 and the second inner clutch member 132 to each other in a torque transmitting relationship. There is.

A second piston member 144 is arranged inside the first piston member 114. The second piston member 144 is in sliding contact with the inner peripheral surface 115 of the first piston member 114 at the outer peripheral surface 146 and in contact with the outer peripheral surface 53 of the input shaft 52 at the inner peripheral surface 148, and is guided by these. It is movable in the axial direction. The second piston member 144 defines a hydraulic servo chamber 150 with the end wall portion 118 of the first piston member 114. The second piston member 144 is axially moved to the right in the figure by being applied with hydraulic pressure in the hydraulic servo chamber 150, and is engaged with the clutch plate 138 to axially move the clutch plate 138 and the clutch disc 140 to each other. It is designed to be pressed.

The second piston member 144 is provided with a check valve 152 for draining oil from the hydraulic servo chamber 150.

A spring retainer 154 is attached to the input shaft 52, and a compression coil spring 156 is attached between the spring retainer 154 and the second piston member 144. The compression coil spring 156 is used for the second piston member 1
An axial force, that is, a returning force, is applied to 44 to the left in the figure. This returning force is applied to the second piston member 14
4 and is further transmitted to the first piston member 114 via the second piston member 144.
That is, the compression coil spring 156 is connected to the first piston member 11
4 also serves as a return spring for the second piston member 144.

Therefore, in this embodiment, the first piston member 114 also serves as the piston of the third clutch 42 and the outer clutch member of the second clutch 40, and the compression coil spring 156 has its two ends. Also serves as the return spring for the two clutches.

The outer clutch member 100, the clutch plate 110, the clutch disc 112, the first inner clutch member 108, and the first piston member 114 constitute a third clutch 42 which is a dedicated clutch for the reverse gear. The first piston member 114, the clutch plate 138, the clutch disc 140, the second inner clutch member 132, and the second piston member 144 constitute the second clutch 40 which is a dedicated clutch for the forward speed. To be done.

The second clutch 40 is supplied with hydraulic pressure to engage the hydraulic servo chamber 150 only in the third and fourth forward speeds, and the third clutch 42 is engaged only in the reverse speed.
Since the hydraulic pressure is supplied to 24 to be engaged, the both clutches are not simultaneously engaged in any of the shift stages, and the hydraulic pressure is not supplied to the hydraulic servo chambers 124 and 150 at the same time. In the state where the hydraulic pressure is supplied to the hydraulic servo chamber 124, the hydraulic pressure is supplied to the other hydraulic servo chamber 150, so that the engagement force of the third clutch 42 does not decrease, and Engagement is not hindered.

Also, in the illustrated embodiment, the cylindrical portion 102 of the outer clutch member 100 and the first piston member 114 are
The cylindrical portion 116 is provided with oil holes 158 and 160 that pass through them in the radial direction. Oil holes 158 and 160
As shown in the drawing, when the first piston member 116 is in the desired position (release position), they are substantially aligned with each other, and most of the lubricating oil is directed toward the fourth clutch 44 outside the outer clutch member 100. However, when the first piston member 116 moves to the right in the figure to engage the third clutch 52, the oil hole 160 moves away from the alignment with the oil hole 158, and most of the lubricating oil is discharged. The three-clutch 42 is sent out toward the friction engagement portion.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing an example of a planetary gear type transmission of an automatic transmission for a vehicle in which a shifting frictional engagement device according to the present invention is incorporated.

FIG. 2 is a vertical cross-sectional view showing one embodiment of an automatic transmission for a vehicle in which a shifting friction engagement device according to the present invention is incorporated.

[Explanation of symbols]

10 ... First sun gear 12 ... First ring gear 14 ... First Planetary Pinion 16 ... First carrier 20 ... Second sun gear 22 ... Second ring gear 24 ... Second planetary pinion 26 ... Second carrier 30, 32 ... Connecting element 34 ... First one-way clutch 36 ... Second one-way clutch 38 ... First clutch 40 ... Second clutch 42 ... Third clutch 46 ... First brake 48 ... Second brake 100 ... Outer clutch member 101 ... Inner surface 102 ... Cylindrical part 103 ... Spline 104 ... End wall 106 ... First inner clutch member 108 ... Cylindrical part 109 ... Spline 110 ... Clutch plate 112 ... Clutch disc 114 ... First piston member 115 ... Inner surface 116 ... Cylindrical part 118 ... End wall 120 ... Outer peripheral surface 122 ... Inner surface 124 ... Hydraulic servo room 126 ... Thick part 128 ... Check valve 130 ... Drain oil passage 132 ... Second inner clutch member 134 ... Sleeve member 136 ... Cylindrical part 137 ... Spline 138 ... Clutch plate 140 ... Clutch disc 141 ... Spline 144 ... Second piston member 146 ... Outer peripheral surface 148 ... Inner peripheral surface 150 ... Hydraulic servo room 152 ... check valve, 154 ... Spring retainer 156 ... Compression coil spring 158, 160 ... Oil hole

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP 62-141344 (JP, A) JP 63-145848 (JP, A) JP 59-166726 (JP, A) JP 60- 95237 (JP, A) (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 3/66

Claims (4)

(57) [Claims] 1. A includes a first and second hydraulically operated frictional coupling devices for setting the gear stage of the automatic transmission by being switched between the engagement and disengagement, the first hydraulically operated The first member (102) that operates as one of the two relatively rotating input / output members of the friction engagement device (42, C3),
The second member (116), which operates as one of the two relatively rotating input / output members of the second hydraulically actuated friction engagement device (40, C2), is engaged in a torque transmission relationship to engage the second member (116). The first and second hydraulically actuated frictional engagement devices are combined to act as hydraulic pistons that press against the frictional engagement plates (110, 112) of the first hydraulically actuated frictional engagement device (42, C3). In the shifting friction engagement device for an automatic transmission, the automatic transmission comprises a forward low speed stage, a forward high speed stage and a reverse speed stage, and one of the first and second hydraulically actuated friction engagement devices. (42, C3) is a friction engagement device that is engaged only in the reverse gear of the automatic transmission, while (40, C3)
C2) is a friction engagement device for engagement in the automatic transmission, wherein the friction engagement device is engaged only in the forward high speed stage of the automatic transmission. 2. A first and second hydraulically actuated frictional engagement devices, comprising first and second hydraulically actuated frictional engagement devices for setting a shift speed of an automatic transmission by switching between engagement and disengagement. Inside the first outer clutch member (102) that operates as one of the two relatively rotating input / output members of the friction engagement device (42, C3), the second hydraulically operated friction engagement device ( 40, C2) a second outer clutch member (11) which operates as one of the two relatively rotating input / output members.
6) is movably engaged in the axial direction, and the friction engagement plate (11) of the first hydraulically operated friction engagement device (42, C3) is engaged.
0, 112) to act as a hydraulic piston that presses the first and second hydraulically actuated friction engagement devices together. The machine comprises a low forward speed, a high forward speed, and a reverse speed, and one of the first and second hydraulically actuated friction engagement devices (42, C3) is engaged only in the reverse speed of the automatic transmission. A friction engagement device for friction shifting, and the other (40, C2) is a friction engagement device engaged only at a forward high speed stage of the automatic transmission. 3. A first friction engagement device (42, 42) including first and second friction engagement devices for setting a shift speed of a transmission by being switched between engagement and disengagement. The two relatively rotating input / outputs of the second friction engagement device (40, C2) are connected to the first member (102) which operates as one of the two relatively rotating input / output members of C3). A second member (116) operating as one of the members is engaged in a torque transmitting relationship to provide the first friction engagement device (42, C).
3) A frictional friction engagement device for a transmission, wherein the first and second frictional engagement devices are combined so as to operate as a piston for pressing the frictional engagement plates (110, 112) together. The transmission is composed of a low forward speed, a high forward speed, and a reverse speed. One of the first and second friction engagement devices (4
2, C3) is a friction engagement device that is engaged only in the reverse gear of the transmission, and the other (40, C2) is a friction engagement device that is engaged only in the high gear of the transmission forward speed. A friction engagement device for speed change of a transmission, comprising: 4. A includes first and second frictional engagement device for setting the gear position of the transmission by being switched between the engagement and disengagement, the first friction engagement device (42, Inside of the first outer clutch member (102), which operates as one of the two relatively rotating input / output members of C3), the two relative parts of the second friction engagement device (40, C2) are provided. A second outer clutch member (116), which operates as one of the rotating input / output members, is movably engaged in the axial direction, and the friction engagement plate (1) of the first friction engagement device (42, C3).
In a transmission friction engagement device for a transmission in which the first and second friction engagement devices are combined so as to operate as a piston for pressing each other, the transmission is a forward low speed stage, One of the first and second friction engagement devices (42, C3) is a friction engagement device that is engaged only in the reverse gear of the transmission, and the other (4
0, C2) are friction engagement devices that are engaged only at the forward high speed stage of the transmission.