JP4137483B2 - Brake device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a brake device for shifting an automatic transmission, and in particular, a technique for replacing a band brake, which is disadvantageous in terms of stability of shifting performance, with a multi-plate brake without a reduction in axial space efficiency. It is about.
[0002]
[Prior art]
Conventionally, as a gear transmission mechanism of an automatic transmission, as described in, for example, Japanese Patent Application Laid-Open No. 2000-220703 and Japanese Patent Application Laid-Open No. 2000-199548, a reduction planetary gear set that decelerates and outputs an input rotation, and a future reduction gear There is known a gear transmission mechanism that enables multi-stage transmission by means of a Ravigneaux type planetary gear set that outputs rotation after shifting.
[0003]
In this type of gear transmission mechanism, in particular, a gear transmission mechanism constituted by combining a plurality of simple planetary gear sets is sometimes the case, but a plurality of transmission brakes are provided, and a transmission friction element including these brakes is fastened. In general, the transmission is switched so that a predetermined shift is performed by releasing.
[0004]
On the other hand, wet band brakes and multi-plate brakes are often used as shifting brakes, and the former band brakes tend to have different fastening capacities at the time of fastening, and changes in shifting performance over time and changes in shifting performance due to temperature As a problem.
However, when replacing the band brake with a multi-plate brake, the multi-plate brake is alternately arranged with a non-rotating plate that is rotationally engaged with the inner periphery of the transmission case and a rotating plate that is coupled to a rotating member to be braked. Since the servo pistons are installed side by side in the axial direction with respect to the brake pack, the space efficiency in the axial direction is reduced, and there is a concern that the automatic transmission becomes longer in the axial direction.
[0005]
Therefore, in general, as described in both of the above-mentioned documents, a multi-plate brake is used as much as possible. However, the actual situation is that one brake is configured as a band brake if necessary. Met.
[0006]
[Problems to be solved by the invention]
By the way, in the band brake, the friction coefficient of the brake band varies, the change of the friction coefficient with time is relatively large, and the change of the friction coefficient with temperature is also relatively large. Therefore, as described above, the speed change performance is unstable, and it is difficult to always maintain a good speed change quality.
[0007]
In this sense, it is preferable to replace the band brake with a multi-plate brake. However, in this case, the above-described problem concerning the axial space efficiency is caused.
From this point of view, the present invention makes it possible to replace the band brake with a multi-plate brake without causing a decrease in the space efficiency, and thereby, without increasing the axial dimension of the automatic transmission, or at least suppressing the increase. Meanwhile, an object of the present invention is to propose a speed change brake device for an automatic transmission that realizes stabilization of speed change quality.
[0008]
[Means for Solving the Problems]
  For this purpose, the automatic brake device for automatic transmission according to the present invention is as described in claim 1.
  A reduction planetary gear set that decelerates and outputs an input rotation and a Ravigneaux type planetary gear set that changes and outputs the reduced rotation from the planetary gear set enables a multi-stage shift, and the shift includes at least two brakes. In an automatic transmission controlled by engagement and release of a friction element for shifting including
  Both of the two brakes are constituted by a multi-plate brake, and a brake pack made up of a rotating plate and a non-rotating plate of the multi-plate brake is adjacent to the inner periphery of the transmission case in the axial direction and from the same side in the axial direction. Arranged to be fastened by thrust,
  Servo pistons for fastening these brake packs are arranged coaxially on the side of the other brake far from one brake, and the servo piston related to the one brake is slidably fitted to the transmission case. The servo piston related to the other brake is arranged on the inner peripheral side of this servo piston.And
  The non-rotating plates of the two brake packs are rotationally engaged with splines on the inner periphery of the transmission case, and the comb-like tip of the servo piston related to the one brake is passed through the spline groove so that the one Configuration to abut against the brake pack related to the brakeIt is characterized by that.
[0009]
【The invention's effect】
According to such a configuration of the present invention, since the two brakes are both constituted by multi-plate brakes, it is possible to avoid the instability of the shift performance when the band brake is used and to keep the shift quality constantly high.
[0010]
In addition, according to the present invention, the brake packs of both multi-plate brakes are arranged adjacent to the inner periphery of the transmission case in the axial direction so as to be fastened by thrust from the same side in the axial direction, and the brake operating servo The pistons are coaxially arranged on the side of the other brake far from one brake, the servo piston related to the one brake is slidably fitted to the transmission case, and the servo piston is slidably connected to the inner peripheral side of the servo piston. Because the servo piston related to the other brake is arranged, that is, the two servo pistons are fitted to each other, even if both of the above two brakes are configured by multi-plate brakes, the axial space efficiency is greatly deteriorated. No stabilization of the speed change performance without increasing the axial dimension of the automatic transmission or while suppressing this increase It can be.
[0011]
  In addition, the present inventionLike,The non-rotating plates of the two brake packs are rotationally engaged with a common spline on the inner periphery of the transmission case, and the servo piston related to the one brake is penetrated through the comb-shaped tip so as to follow the groove of the spline. Further, as in the second aspect of the invention, the one-way clutch is included in the friction element for shifting, and the outer race of the one-way clutch is engaged with the inner periphery of the transmission case. In the case of a transmission, the outer race of the one-way clutch is rotationally engaged with the spline on the inner periphery of the transmission case, and the comb piston tip of the servo piston is passed through the groove of the spline so that the one of the outer races Contact the brake pack related to the brake.
In this case, even if the servo piston related to the one brake has the above-described arrangement, the brake can be easily operated by the comb-shaped tip, and further, the brake is caused by the abutment between the comb-shaped tip and the side wall of the spline. The torque at the time of operation can be received and the torque receiving capability by the servo piston is improved.
[0012]
  As described in claim 3,The outer race of the one-way clutch is arranged between both brake packs and is preferably used as a thrust reaction force receiver for the brake pack related to the other brake.
  In this case, the dedicated thrust reaction force receiving of the brake pack related to the other brake can be omitted, which is advantageous in terms of cost and assembly.
[0013]
  In order to penetrate the comb-shaped tip of the servo piston related to one brake along the groove of the common spline as described above, the spline provided on the inner periphery of the transmission case as described in claim 4. Rotating engagement with the groove bottom of the splineAt least the tip of the non-rotating plateOr through the comb-shaped tip of the servo piston related to the one of the brakes,
  Alternatively, as described in claim 5, the spline is engaged with the inner periphery of the transmission case.At least the teeth of the non-rotating plateThe comb-shaped tip of the servo piston related to the one brake can be penetrated into the inner space of the spline groove on the inner periphery of the transmission case.
  In the former configuration,At least of the non-rotating plateSince the number of teeth does not decrease, the spline engagement strength can be kept high. With the latter configuration, the above-described penetration of the comb-shaped tip of the servo piston can be easily performed, and the assembly workability is improved.
[0014]
In the case where the automatic transmission is as described in JP 2000-220703 A among the above documents, that is,
In order to enable the speed change, a multi-speed change is possible by a reduction planetary gear set that decelerates and outputs an input rotation, and a Ravigneaux type planetary gear set that changes and outputs a reduction rotation from the planetary gear set. Reduced rotation from the planetary gear set for reduction can be transmitted to the first rotating member of the Ravigneaux planetary gear set by the first clutch, and reduced rotation from the planetary gear set for reduction is transmitted to the first of the Ravigneaux planetary gear set by the second clutch. The second rotation member can be transmitted to the two-rotation member and can be fixed by the first brake, and the input rotation to the reduction planetary gear set is transmitted to the third rotation member of the Ravigneaux planetary gear set by the third clutch. This third rotation member is made possible by a one-way clutch in the direction opposite to the input rotation and the second rotation member. And fixable in both directions by the rake, if the fourth rotary members of Ravigneaux planetary gear set is an automatic transmission that the transmission output rotation member, as described in claim 6,
An outer race of the one-way clutch and a non-rotating plate constituting a brake pack of the first brake and the second brake arranged on both sides in the axial direction of the one-way clutch are rotated on a common spline formed on the inner periphery of the transmission case. Combined
Servo pistons for putting these brake packs in a fastening state are coaxially arranged on the side of the second brake far from the first brake, and the servo piston related to the first brake is slidably fitted to the transmission case. The servo piston related to the second brake is arranged on the inner peripheral side of this servo piston,
By being configured to penetrate the comb-shaped tip of the servo piston related to the first brake so as to be in contact with the brake pack related to the first brake along the common spline groove on the inner periphery of the transmission case. The same effects as described above can be obtained.
[0015]
In the case where the automatic transmission is as described in Japanese Patent Laid-Open No. 2000-199548 among the above documents, that is,
In order to enable the speed change, a multi-speed change is possible by a reduction planetary gear set that decelerates and outputs an input rotation, and a Ravigneaux type planetary gear set that changes and outputs a reduction rotation from the planetary gear set. Reduced rotation from the planetary gear set for reduction can be transmitted to the first rotating member of the Ravigneaux planetary gear set by the first clutch, and reduced rotation from the planetary gear set for reduction is transmitted to the first of the Ravigneaux planetary gear set by the second clutch. The second rotating member can be transmitted to the two rotating members, and the second rotating member can be fixed in the opposite direction to the input rotation by the first one-way clutch and the first brake and in both directions by the second brake. The input rotation to the gear can be transmitted to the third rotating member of the Ravigneaux type planetary gear set by the third clutch. Both the third rotating member can be fixed in the opposite direction to the input rotation by the second one-way clutch and in both directions by the third brake, and the fourth rotating member of the Ravigneaux type planetary gear set is used as the transmission output rotating member. If it is a machine, as described in claim 7,
A common spline formed on the inner periphery of the transmission case is rotationally engaged with a non-rotating plate forming a brake pack of the first brake and the second brake arranged adjacent to each other in the axial direction,
Servo pistons for putting these brake packs in the fastening state are coaxially arranged on the side of the first brake far from the second brake, and the servo piston related to the second brake is slidably fitted to the transmission case. The servo piston related to the first brake is arranged on the inner peripheral side of this servo piston,
By configuring the comb-shaped tip of the servo piston related to the second brake to pass along the groove of the common spline on the inner periphery of the transmission case, and contacting the brake pack related to the second brake. The same effects as described above can be obtained.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a gear transmission mechanism of an automatic transmission having a shift brake device according to an embodiment of the present invention. FIG. 2 shows the relationship between the selected shift stage and the engagement logic of a shift friction element. FIG.
As shown in FIG. 1, the gear transmission mechanism according to the present embodiment includes an input shaft 1 and a hollow output shaft 2 arranged coaxially so as to surround the input shaft 1, and the input shaft 1 has an engine not shown from the right end of the figure. Enter the rotation of.
Then, a Ravigneaux type planetary gear set 3 and a reduction planetary gear set 4 are provided in order from the side close to the engine by being arranged coaxially with the input / output shafts 1 and 2.
[0017]
The reduction planetary gear set 4 is a simple planetary gear set comprising a sun gear S1, a ring gear R1, and a carrier C1 that rotatably supports a pinion P1 meshed with these gears.
The Ravigneaux type planetary gear set 3 includes a long pinion P2 and a short pinion P3 meshed with each other, a sun gear S2 meshed with the long pinion P2, a sun gear S3 meshed with the short pinion P3, and a ring gear R3 meshed with the long pinion P2. The carrier C2 that rotatably supports the pinion P2 and the carrier C3 that rotatably supports the long pinion P2 and the short pinion P3.
Here, the carrier C2 and the carrier C3 are integrated.
[0018]
The speed change friction element that determines the transmission path (selected shift speed) from the input shaft 1 to the output shaft 2 via the planetary gear set 4 for reduction and the Ravigneaux planetary gear set 3 will be described below. Coupled to the ring gear R1, the output shaft 2 has one end coupled to the ring gear R3 and the other end coupled to the output gear 5.
The sun gear S1 is always fixed to the transmission case 6 so that the carrier C1 can be coupled to the sun gear S3 by the low clutch L / C, and the sun gear S2 by the third gear, the fifth gear, and the reverse clutch 3.5 / 5 R / C. In addition, the sun gear S2 can be fixed to the transmission case 6 by the second-speed and sixth-speed brakes 2/6 / B.
Carriers C2 and C3 are prevented from rotating in the opposite direction to the engine by a low one-way clutch L / OWC, and can be appropriately fixed by a low reverse brake LR / B, and can be appropriately coupled to the input shaft 1 by a high clutch H / C. To do.
[0019]
In the gear transmission mechanism configured as described above, the reduction planetary gear set 4 decelerates the input rotation from the engine and outputs it to the carrier C1, and the Ravigneaux planetary gear set 3 reduces the planetary gear set 4 for reduction (carrier C1). Multi-speed shifting is possible by shifting the speed reduction rotation from the gear and outputting it to the ring gear R3.
In order to enable this speed change, first, the reduced speed rotation from the reduction planetary gear set 4 can be transmitted to the sun gear S3 (first rotating member) of the Ravigneaux planetary gear set 3 by the low clutch L / OWC (first clutch). And
Reduced rotation from the planetary gear set 4 for reduction is further shifted to the sun gear S2 (second rotating member) of the Ravigneaux type planetary gear set 3 by the third speed, the fifth speed, and the reverse clutch 3, 5, R / C (second clutch). The sun gear S2 (second rotating member) can be fixed by a second speed, sixth speed brake 2 · 6 / B (first brake).
Then, the input rotation to the reduction planetary gear set 4 can be transmitted to the carriers C2, C3 (third rotation member) of the Ravigneaux planetary gear set 3 by the high clutch H / C (third clutch) and the carrier C2, C3 (third rotation member) can be fixed in the opposite direction to the input rotation by low one-way clutch L / OWC (one-way clutch) and in both directions by low reverse brake LR / B (second brake)
The ring gear R3 (fourth rotating member) of the Ravigneaux planetary gear set 3 is coupled to the output shaft 2 as a transmission output rotating member.
[0020]
Friction elements for shifting, that is, low clutch L / C, 3rd speed, 5th speed, reverse clutch 3 · 5 · R / C, 2nd speed, 6th speed brake 2 · 6 / B, low oneway clutch L / C OWC, low reverse brake LR / B, and high clutch H / C are schematically described below as to the forward 1st to 6th and reverse gears by the combination of engagement (indicated by circles) shown in FIG. You can choose what you want.
[0021]
When the first speed is selected, power is transmitted along the following transmission path by engaging the low clutch L / C as shown in FIG.
That is, the rotation of the input shaft 1 is transmitted to the ring gear R1, and the ring gear R1 rotates the carrier C1 in the same direction as the input rotation with the fixed sun gear S1 as a reaction force, and this reduced rotation is rotated by the low clutch L / C. It is transmitted to the sun gear S3.
[0022]
The sun gear S3 is used for receiving a reaction force because the carrier C2 is prevented from rotating in the direction opposite to the engine rotation due to the engagement of the low one-way clutch L / OWC. Therefore, the ring gear R3 is connected via the short pinion P3 and the long pinion P2. Can be rotated together with the output shaft 2 and the output gear 5 in the same direction as the engine rotation while decelerating to realize the forward first speed selection state.
[0023]
In this first speed selection state, the carrier C2 is rotated in the same direction as the engine rotation during traveling to which the engine brake is to be applied, and the reaction force is not received, so the engine brake cannot be applied.
Therefore, when the engine brake is necessary in the first speed selection state, the low reverse brake LR / B is engaged as shown by (O) in FIG. 2 so that the carrier C2 does not rotate in the same direction as the engine rotation. Thus, engine braking at the first speed is obtained.
[0024]
When selecting the second speed, as shown in FIG. 2, power transmission is performed along the following transmission path by engaging the low clutch L / C and the second and sixth speed brakes 2 and 6 / B.
That is, the input rotation to the shaft 1 is decelerated by the planetary gear set 4 in the same manner as when the first speed is selected, and reaches the sun gear S3 via the low clutch L / C.
[0025]
The sun gear S3 outputs the ring gear R3 via the short pinion P3 and the long pinion P2 because the sun gear S2 is prevented from rotating by the engagement of the 2nd speed and 6th speed brakes 2/6 / B and is used as a reaction force receiver. The forward second speed selection state can be realized by rotating the shaft 2 and the output gear 5 in the same direction as the engine rotation while being decelerated but at a higher speed than when the first speed is selected.
[0026]
When the third speed is selected, power is transmitted along the following transmission path by engaging the low clutch L / C, the third speed, the fifth speed, and the reverse clutch 3,5, R / C as shown in FIG.
That is, the input rotation of the shaft 1 is decelerated by the planetary gear set 4 in the same manner as when the first speed is selected, and this decelerated rotation is transmitted to the sun gear S3 via the low clutch L / C, and to the third gear, the fifth gear, and the reverse clutch. It also reaches the sun gear S2 through 3 · 5 · R / C.
[0027]
Therefore, the sun gear S2 and the sun gear S3 are integrally rotated, and the Ravigneaux type planetary gear set 3 has the ring gear R3 together with the output shaft 2 and the output gear 5 at the same speed as the sun gear S2 and the sun gear S3, but faster than when the second speed is selected. And the forward third speed selection state can be realized.
[0028]
When selecting the fourth speed, power transmission is performed along the following transmission path by engaging the low clutch L / C and the high clutch H / C as shown in FIG.
That is, the input rotation of the shaft 1 is decelerated by the planetary gear set 4 in the same manner as when the first speed is selected, and the decelerated rotation thereafter reaches the sun gear S3 via the low clutch L / C.
[0029]
On the other hand, since the carrier C3 is rotated at the same speed as the engine rotation when the high clutch H / C is engaged, the Ravigneaux type planetary gear set 3 together with the output shaft 2 and the output gear 5 causes the ring gear R3 to rotate together with the output shaft 2 and the output gear 5. The fourth forward speed selection state can be realized by rotating in the same direction as the rotation but at a higher speed than when the third speed is selected.
[0030]
When selecting the fifth speed, as shown in FIG. 2, power transmission is performed along the following transmission path by engaging the third speed, the fifth speed, the reverse clutch 3 · 5 · R / C, and the high clutch H / C.
That is, the input rotation of the shaft 1 is decelerated by the planetary gear set 4 in the same manner as when the first speed is selected, and the decelerated rotation from then on is performed through the third gear, the fifth gear, the reverse clutch 3, 5, R / C, and the sun gear S2. To reach.
[0031]
On the other hand, since the carrier C3 is rotated at the same speed as the engine rotation when the high clutch H / C is engaged, the Ravigneaux type planetary gear set 3 uses the ring gear R3 together with the output shaft 2 and the output gear 5 by the decelerated rotation to the sun gear S2. The forward fifth speed selection state can be realized by rotating in the same direction as the rotation but at a higher speed than when the fourth speed is selected.
[0032]
When selecting the sixth speed, as shown in FIG. 2, power transmission is performed along the following transmission path by engaging the high clutch H / C and the second and sixth speed brakes 2 and 6 / B.
That is, the carrier C3 rotates at the same speed as the engine rotation when the high clutch H / C is engaged, and the sun gear S2 is prevented from rotating and functions as a reaction force element when the second and sixth speed brakes 2 and 6 / B are engaged. The Ravigneaux planetary gear set 3 rotates the ring gear R3 together with the output shaft 2 and the output gear 5 in the same direction as the engine rotation, but at a higher speed than when the fifth speed is selected, thereby realizing the sixth forward speed selection state. it can.
[0033]
When selecting the reverse, as shown in FIG. 2, the transmission of power along the following transmission path is performed by engaging the third speed, the fifth speed, the reverse clutch 3 · 5 · R / C, and the low reverse brake LR / B.
That is, the input rotation of the shaft 1 is decelerated by the planetary gear set 4, and the decelerated rotation from then on reaches the sun gear S2 via the third gear, the fifth gear, and the reverse clutch 3.5 · R / C.
[0034]
On the other hand, since the carrier C2 is prevented from rotating by engaging the low reverse brake LR / B and functions as a reaction force element, the decelerated rotation to the sun gear S2 is reversed by the long pinion P2 and reaches the ring gear R3. It can be taken out from the output shaft 2 and the output gear 5, and the reverse selection state can be realized.
[0035]
The substantial structure of the gear transmission mechanism shown in FIG. 1 is basically the same as that described in Japanese Patent Laid-Open No. 2000-220703 as shown in FIG. In particular, not only the low reverse brake LR / B but also the 2-speed and 6-speed brakes 2/6 / B are constituted by multi-plate brakes.
[0036]
Specifically, first, the outer race 11 of the low one-way clutch L / OWC is spline fitted to the inner periphery of the transmission case 6 and rotationally engaged therewith. Therefore, a spline groove 6a is formed on the inner periphery of the transmission case 6 as shown in FIG.
The outer race 11 is further positioned in the axial direction by snap rings 12 and 13 engaged with the inner periphery of the transmission case 6 on both sides thereof.
[0037]
The low reverse brake LR / B is a brake pack in which the rotating plate rotationally engaged with the brake hub 14 rotating together with the carrier C2 and the non-rotating plate spline-fitted on the inner periphery of the transmission case 6 are alternately arranged in the axial direction. 15 and the brake pack 15 is arranged on the right side of the outer race 11 in FIG. 3 and the outer race 11 restricts the leftward displacement in the figure.
The second-speed and sixth-speed brakes 2 and 6 / B are also alternately in the axial direction of the rotating plate that is rotationally engaged with the brake hub 16 that rotates with the sun gear S2 and the non-rotating plate that is spline-fitted to the inner periphery of the transmission case 6. The brake pack 17 is arranged, and this brake pack 17 is arranged on the left side of the outer race 11 in FIG. 3 and the snap ring 18 engaged with the inner periphery of the transmission case 6 limits the leftward displacement in the figure.
[0038]
Incidentally, when the non-rotating plates of the brake packs 15 and 17 are spline-fitted to the inner periphery of the transmission case 6, spline grooves 6a (see FIG. 6) formed on the inner periphery of the transmission case 6 for the outer race 11 are formed. 3, by extending the outer race 11 in the axial direction on both sides and engaging the non-rotating plates (specifically, spline teeth on the outer periphery) of the brake packs 15 and 17 with the common spline groove 6a. Perform the spline fitting.
[0039]
A servo piston 19 for pushing the brake pack 17 to the left in FIG. 3 to engage the second-speed and sixth-speed brakes 2/6 / B is formed into a cup shape as shown in FIG. The end 19a is slidably fitted into the transmission case 6 to define the cylinder chamber 20.
The tip 19b of the servo piston 19 has a comb shape as shown in FIG. 4, and the comb-like tip 19b is formed on the bottom surface of the spline groove 6a, the spline teeth 11a of the outer race 11, and the brake packs 15 and 17 as shown in FIGS. The non-rotating plate is penetrated through a gap between the non-rotating plate and a similar spline tooth, whereby the comb-shaped tip 19 b of the servo piston 19 is brought into contact with the brake pack 17.
[0040]
The servo piston 21 for fastening the low reverse brake LR / B by pushing the brake pack 15 to the left in FIG. 3 is slidably fitted into the base end of the servo piston 19 as shown in FIG. A chamber 22 is defined.
In the configuration of the second speed, the sixth speed brake 2 · 6 / B and the low reverse brake LR / B according to the present embodiment, these brakes are individually engaged by supplying the hydraulic pressure to the respective cylinder chambers 20 and 22. Can be made.
[0041]
By the way, in the present embodiment, not only the low reverse brake LR / B but also the second and sixth speed brakes 2 and 6 / B are configured by multi-plate brakes. By avoiding this, the transmission quality can be kept high at all times.
Then, the brake packs 15 and 17 comprising the rotating plate and the non-rotating plate of these multi-plate brakes are arranged adjacent to each other in the axial direction on the inner periphery of the transmission case 6 and are thrust from the same side in the axial direction (right side in FIG. Servo pistons 21 and 19 for placing the brake packs 15 and 17 in the engaged state are arranged on the side of the low reverse brake LR / B far from the second and sixth speed brakes 2 and 6 / B, respectively. The servo piston 19 related to the 2nd speed and 6th speed brakes 2/6 / B is slidably fitted to the transmission case 6 and slidably fitted to the servo piston 19 so as to be low reverse. Since the servo piston 21 related to the brake LR / B is arranged, that is, the servo pistons 19 and 21 are fitted to each other, the low reverse brake LR / B Even if both the 2nd speed and 6th speed brakes 2/6 / B are constituted by multi-plate brakes, the axial space efficiency is not significantly deteriorated, and the axial dimension of the automatic transmission is not increased or increased. The shift quality can be improved by stabilizing the shift performance while suppressing the shift.
[0042]
Further, in this embodiment, the outer race 11 of the low one-way clutch L / OWC is arranged between the brake pack 15 of the low reverse brake LR / B and the brake pack 17 of the second-speed and sixth-speed brake 2/6 / B to change the speed. Since the outer race 11 is used as a thrust reaction force receiver for the brake pack 15 related to the low reverse brake LR / B by spline engagement with the inner periphery of the machine case 6, the brake pack 15 related to the low reverse brake LR / B is used. This is advantageous in terms of cost and assembly.
[0043]
Further, the non-rotating plates of the brake packs 15 and 17 and the outer race 11 of the low-way clutch L / OWC are rotationally engaged with a common spline groove 6a on the inner periphery of the transmission case 6 so as to be along the spline groove 6a. Since the comb-shaped tip 19b of the servo piston 19 related to the 2nd speed and 6th speed brakes 2/6 / B is penetrated and brought into contact with the corresponding brake pack 17,
Even if the servo piston 19 related to the second and sixth speed brakes 2 and 6 / B has the above-described arrangement, the second and sixth speed brakes 2 and 6 / B can be easily operated by the comb-shaped tip 19b. In addition, the torque at the time of brake operation can be received by the abutment between the comb-shaped tip 19b and the side wall of the spline groove 6a, and the torque receiving capability of the servo piston 19 is improved.
[0044]
In the present embodiment, when the comb-shaped tip 19b of the servo piston 19 is passed through the common spline groove 6a as described above, the brake pack 15 is rotationally engaged with the bottom surface of the spline groove 6a. , 17 and the non-rotating plate of the outer race 11 and the spline tooth tip between the spline teeth provided on the outer race 11, the comb-shaped tip 19b is passed through, so that the number of spline teeth of the non-rotating plate of the brake packs 15, 17 and the outer race spline is reduced. The spline engagement strength can be kept high.
[0045]
In order to penetrate the comb-shaped tip 19b of the servo piston 19 along the common spline groove 6a, the following configuration can be employed instead of the above.
That is, as shown in FIG. 7, the non-rotating plates of the brake packs 15 and 17 and the spline teeth to be provided on the outer race 11 are thinned out so as to be engaged with the inner periphery of the transmission case 6. The comb-shaped tip 19b of the servo piston 19 can be passed through the internal space of the spline groove 6a on the inner periphery.
In this case, the penetration of the comb-shaped tip 19b of the servo piston 19 can be easily performed, and the assembling workability is improved.
[0046]
FIG. 8 shows a gear transmission mechanism of an automatic transmission having a shift brake device according to another embodiment of the present invention, and FIG. 9 shows the relationship between the selected shift stage and the engagement logic of the shift friction element. It is drawing which shows.
As shown in FIG. 8, the gear speed change mechanism according to the present embodiment includes an input shaft 31 and an output shaft 32 arranged coaxially with the input shaft 31. The input shaft 31 receives engine rotation (not shown) from the left end of the figure. To do.
Then, a Ravigneaux type planetary gear set 33 and a planetary gear set 34 for reduction are provided in order from the rear end side opposite to the engine, coaxially arranged on the input / output shafts 31 and 32.
[0047]
The reduction planetary gear set 34 is a simple planetary gear set comprising a sun gear S1, a ring gear R1, and a carrier C1 that rotatably supports a pinion P1 engaged with these gears.
The Ravigneaux type planetary gear set 33 includes a long pinion P2 and a short pinion P3 meshed with each other, a sun gear S2 meshed with the long pinion P2, a sun gear S3 meshed with the short pinion P3, a ring gear R3 meshed with the long pinion P2, and a long gear The carrier C2 that rotatably supports the pinion P2 and the carrier C3 that rotatably supports the long pinion P2 and the short pinion P3.
Here, the carrier C2 and the carrier C3 are integrated.
[0048]
In the following, a frictional element for shifting that determines a transmission path (selected shift speed) from the input shaft 31 to the output shaft 32 via the planetary gear set 34 for reduction and the Ravigneaux planetary gear set 33 will be described. Coupled to the ring gear R1, the output shaft 32 is coupled to the ring gear R3.
The sun gear S1 is always fixed to the transmission case 36 so that the carrier C1 can be coupled to the sun gear S3 by the low clutch L / C, and the sun gear S2 by the third gear, the fifth gear, and the reverse clutch 3.5 / 5R / C. Can be combined with
[0049]
The sun gear S2 can be fixed to the transmission case 36 by the 2nd speed and 6th speed brakes 2/6 / B, and the 2nd speed 1way clutch 2 / OWC and the 2nd speed brake 2B can be prevented from rotating in the opposite direction to the engine. To.
Carriers C2 and C3 are prevented from rotating in the reverse direction of the engine by the 1-speed one-way clutch 1 / OWC, and can be appropriately fixed by the low reverse brake LR / B, and can be appropriately coupled to the input shaft 31 by the high clutch H / C. To.
[0050]
In the gear transmission mechanism configured as described above, the reduction planetary gear set 34 reduces the input rotation from the engine and outputs it to the carrier C1, and the Ravigneaux planetary gear set 33 reduces the planetary gear set 34 for reduction (carrier C1). Multi-speed shifting is possible by shifting the speed reduction rotation from the gear and outputting it to the ring gear R3.
In order to enable this speed change, first, the reduced speed rotation from the reduction planetary gear set 34 can be transmitted to the sun gear S3 (first rotating member) of the Ravigneaux type planetary gear set 33 by the low clutch L / OWC (first clutch). And
Reduced rotation from the planetary gear set 34 for speed reduction is further transferred to the sun gear S2 (second rotating member) of the Ravigneaux type planetary gear set 33 by the third speed, fifth speed, reverse clutch 3 · 5 · R / C (second clutch). This sun gear S2 (second rotating member) is transmitted in the opposite direction to the input rotation by the first speed one-way clutch 1 / OWC (first one-way clutch) and the second speed brake 2 / B (first brake). Also, it can be fixed in both directions by 2nd and 6th brakes 2/6 / B (2nd brake)
Further, the input rotation to the planetary gear set 34 for reduction can be transmitted to the carriers C2 and C3 (third rotating member) of the Ravigneaux type planetary gear set 33 by the high clutch H / C (third clutch), and this carrier C2 , C3 (third rotation member) can be fixed in the opposite direction to the input rotation by 1-speed one-way clutch 1 / OWC (second one-way clutch) and in both directions by low reverse brake LR / B (third brake)
The ring gear R3 (fourth rotating member) of the Ravigneaux planetary gear set 33 is coupled to the output shaft 32 as a transmission output rotating member.
[0051]
Friction elements for shifting, that is, low clutch L / C, 3rd speed, 5th speed, reverse clutch 3 · 5 · R / C, 2nd speed, 6th speed brake 2 · 6 / B, low reverse brake LR / B, high clutch H / C, 2-speed brake 2 / B, 1-speed one-way clutch 1 / OWC, and 2-speed one-way clutch 2 / OWC are combined according to the engagement shown in FIG. The first to sixth forward speeds and the reverse speed can be selected as outlined below.
[0052]
When the first speed is selected, power is transmitted along the following transmission path by engaging the low clutch L / C as shown in FIG.
That is, the rotation of the input shaft 31 is transmitted to the ring gear R1, and the ring gear R1 rotates the carrier C1 in the same direction as the input rotation with the fixed sun gear S1 as a reaction force, and this reduced rotation is rotated by the low clutch L / C. It is transmitted to the sun gear S3.
[0053]
The sun gear S3 has a short pinion (not visible in the drawing) and a long pin because the carrier C2 is used for receiving a reaction force because the carrier C2 is prevented from rotating in the direction opposite to the engine rotation by the engagement of the first-speed one-way clutch 1 / OWC. The ring gear R3 can be rotated together with the output shaft 32 in the same direction as the engine rotation through the pinion P2 while decelerating to realize the forward first speed selection state.
[0054]
In this first speed selection state, the carrier C2 is rotated in the same direction as the engine rotation during traveling to which the engine brake is to be applied, and the reaction force is not received, so the engine brake cannot be applied.
Therefore, when the engine brake is necessary in the first speed selection state, the low reverse brake LR / B is engaged as shown by (O) in FIG. 9 so that the carrier C2 does not rotate in the same direction as the engine rotation. Thus, engine braking at the first speed is obtained.
[0055]
When selecting the second speed, as shown in FIG. 9, power transmission is performed along the following transmission path by engaging the low clutch L / C and the second speed brake 2 / B.
That is, the input rotation to the shaft 31 is decelerated by the planetary gear set 34 in the same manner as when the first speed is selected, and reaches the sun gear S3 via the low clutch L / C.
[0056]
The sun gear S3 is a short pinion because the sun gear S2 is prevented from rotating in the reverse direction to the input rotation by the engagement of the second speed brake 2 / B and the engagement of the second speed one-way clutch 2 / OWC. The ring gear R3 can be rotated together with the output shaft 32 in the same direction as the engine rotation through P3 and the long pinion P2, but rotated at a higher speed than when the first speed is selected, thereby realizing the forward second speed selected state. .
[0057]
In this second speed selected state, the engine brake is not used because the sun gear S2 is rotated in the same direction as the engine rotation due to the free running of the second speed one-way clutch 2 / OWC during driving to apply the engine brake. Can not work.
Therefore, when the engine brake is necessary in the second speed selection state, the second gear and the sixth speed brake 2, 6 / B are engaged as shown in FIG. The engine brake at the second speed is obtained by preventing the engine from rotating.
[0058]
When selecting the third speed, as shown in FIG. 9, power transmission is performed along the following transmission path by engaging the low clutch L / C, the third speed, the fifth speed, and the reverse clutch 3 · 5 · R / C.
That is, the input rotation of the shaft 31 is decelerated by the planetary gear set 34 in the same manner as when the first speed is selected, and this decelerated rotation is transmitted to the sun gear S3 via the low clutch L / C, and to the third gear, the fifth gear, and the reverse clutch. After 3 · 5 · R / C, it reaches the sun gear S2.
[0059]
Accordingly, the sun gear S2 and the sun gear S3 are integrally rotated, and the Ravigneaux type planetary gear set 33 rotates the ring gear R3 together with the output shaft 32 at the same speed as the sun gear S2 and the sun gear S3, but at a higher speed than when the second speed is selected. The third forward speed selection state can be realized.
[0060]
When the fourth speed is selected, power transmission is performed along the following transmission path by engaging the low clutch L / C and the high clutch H / C as shown in FIG.
That is, the input rotation of the shaft 31 is decelerated by the planetary gear set 34 in the same manner as when the first speed is selected, and the decelerated rotation thereafter reaches the sun gear S3 via the low clutch L / C.
[0061]
On the other hand, since the carriers C2 and C3 are rotated at the same speed as the engine rotation by the engagement of the high clutch H / C, the Ravigneaux type planetary gear set 33 rotates the ring gear R3 together with the output shaft 32 and the engine rotation by the decelerated rotation to the sun gear S3. The fourth forward speed selection state can be realized by rotating in the same direction but at a higher speed than when the third speed is selected.
[0062]
When the fifth speed is selected, power transmission is performed along the following transmission path by engaging the third speed, the fifth speed, the reverse clutch 3 · 5 · R / C, and the high clutch H / C as shown in FIG.
That is, the input rotation of the shaft 31 is decelerated by the planetary gear set 34 in the same manner as when the first speed is selected, and the decelerated rotation from then on is performed through the third gear, the fifth gear, the reverse clutch 3, 5 · R / C, and the sun gear S2. To reach.
[0063]
On the other hand, since the carriers C2 and C3 are rotated at the same speed as the engine rotation by the engagement of the high clutch H / C, the Ravigneaux type planetary gear set 33 rotates the ring gear R3 together with the output shaft 32 and the engine rotation by the decelerated rotation to the sun gear S2. The forward fifth speed selection state can be realized by rotating in the same direction but at a higher speed than when the fourth speed is selected.
[0064]
When selecting the sixth speed, power transmission is performed along the following transmission path by engaging the high clutch H / C and the second and sixth speed brakes 2 and 6 / B as shown in FIG.
That is, the carrier C2 and C3 rotate at the same speed as the engine rotation when the high clutch H / C is engaged, and the sun gear S2 is prevented from rotating by the engagement of the 2nd and 6th brakes 2 and 6 / B and functions as a reaction force element. Therefore, the Ravigneaux planetary gear set 33 can rotate the ring gear R3 together with the output shaft 32 in the same direction as the engine rotation, but at a higher speed than when the fifth speed is selected, thereby realizing the forward sixth speed selection state.
[0065]
When selecting the reverse, as shown in FIG. 9, power transmission is performed along the following transmission path by engaging the third speed, the fifth speed, the reverse clutch 3 · 5 · R / C, and the low reverse brake LR / B.
That is, the input rotation of the shaft 31 is decelerated by the planetary gear set 34, and the decelerated rotation from then on reaches the sun gear S2 via the third gear, the fifth gear, and the reverse clutch 3.5 · R / C.
[0066]
On the other hand, since the carriers C2 and C3 are prevented from rotating by engaging the low reverse brake LR / B and function as a reaction force element, the decelerated rotation to the sun gear S2 is reversed by the long pinion P2 and reaches the ring gear R3. The rotation can be extracted from the output shaft 32, and the reverse selection state can be realized.
[0067]
The substantial structure of the gear transmission mechanism shown in FIG. 8 is basically the same as that described in JP 2000-199548 A, as shown in FIG. In particular, not only the 2-speed brake 2 / B but also the 2-speed and 6-speed brakes 2/6 / B are constituted by multi-plate brakes.
[0068]
As described in the above publication, the second-speed brake 2 / B is a rotation that is rotationally engaged with a brake hub 42 that is coupled to the front end of the drum 41 that rotates with the sun gear S2 via a second-speed one-way clutch 2 / OWC. The brake packs 43 are arranged alternately in the axial direction of the non-rotating plate spline-fitted to the inner periphery of the plate and the transmission case 36. The inner periphery of the transmission case 36 is provided for spline-fitting the non-rotating plate. The spline groove 36a (similar to 6a in FIGS. 6 and 7) is extended in the direction of 2nd speed and 6th speed brake 2 · 6 / B (backward).
[0069]
The second-speed and sixth-speed brakes 2/6 / B are alternately arranged in the axial direction between a non-rotating plate that is rotationally engaged with the extended spline groove 36a and a rotating plate that is spline-fitted to the outer periphery of the rotating drum 41. The brake pack 44 is disposed on the right side of the brake pack 43 in FIG. 10 and the rightward displacement in the drawing is limited by the snap ring 45 engaged with the inner periphery of the transmission case 36.
[0070]
The servo piston 46 for engaging the second and sixth speed brakes 2 and 6 / B by pushing the brake pack 44 of the second and sixth speed brakes 2 and 6 / B to the right in FIG. 10 is the servo described above with reference to FIG. Like the piston 19, it is formed into a cup shape as a whole, and a small-diameter base end portion 46 a is slidably fitted to the transmission case 36 to define a cylinder chamber 47.
The tip 46b of the servo piston 46 has a comb shape similar to the servo piston 19 described above with reference to FIG. 4, and the comb-shaped tip 46b penetrates into the spline groove 36a as described above with reference to FIG. 6 or FIG. The comb-shaped tip 46 b of the piston 46 is brought into contact with the brake pack 44.
[0071]
The servo piston 48 for engaging the second speed brake 2 / B by pushing the brake pack 43 of the second speed brake 2 / B to the right in FIG. A chamber 49 is defined.
In the configuration of the second speed, the sixth speed brake 2 · 6 / B, and the second speed brake 2 / B according to the present embodiment, the hydraulic pressure is supplied to the cylinder chambers 47 and 49 to individually engage these brakes. Can be made.
[0072]
By the way, in the present embodiment, not only the 2-speed brake 2 / B but also the 2-speed and 6-speed brakes 2/6 / B are configured by multi-plate brakes. By avoiding this, the transmission quality can be kept high at all times.
The brake packs 43 and 44 made up of the rotating plates and the non-rotating plates of the multi-plate brakes are arranged adjacent to each other in the axial direction on the inner periphery of the transmission case 36 and are thrust by the thrust from the same axial direction side (left side in FIG. 10). Servo pistons 46 and 48 for placing the brake packs 43 and 44 in the engaged state are arranged on the side of the second-speed brake 2 / B far from the second-speed and sixth-speed brakes 2 and 6 / B, respectively. The servo piston 46 related to the 2nd speed and 6th speed brake 2 · 6 / B is slidably fitted to the transmission case 36, and is slidably fitted to this servo piston 46 to obtain the 2nd speed. Since the servo piston 48 related to the brake 2 / B is arranged, that is, both the servo pistons 46 and 48 are fitted to each other,
Even if both the 2-speed brake 2 / B and the 2-speed and 6-speed brakes 2/6 / B are configured by multi-plate brakes, the space efficiency in the axial direction is not significantly deteriorated. The shift quality can be improved by stabilizing the shift performance without increasing or suppressing the increase.
[Brief description of the drawings]
FIG. 1 is a schematic diagram schematically showing a transmission gear mechanism of an automatic transmission including a shifting brake device according to an embodiment of the present invention.
FIG. 2 is an engagement logic explanatory diagram showing a relationship between engagement of a shift friction element and a selected shift stage in the gear transmission mechanism.
FIG. 3 is a substantial configuration diagram of the gear transmission mechanism, showing an enlarged view of a gist portion related to the transmission brake device according to the embodiment;
FIG. 4 is a perspective view showing a servo piston of the shifting brake device.
FIG. 5 is a cross-sectional view showing in detail a base end portion of the servo piston.
FIG. 6 is a cross-sectional view showing one method for making the comb-shaped tip of the servo piston pass through a spline groove on the inner periphery of the transmission case.
FIG. 7 is a cross-sectional view showing another method of passing the comb-shaped tip of the servo piston through the spline groove on the inner periphery of the transmission case.
FIG. 8 is a schematic diagram schematically showing a transmission gear mechanism of an automatic transmission including a speed change brake device according to another embodiment of the present invention.
FIG. 9 is an engagement logic explanatory diagram showing a relationship between engagement of a shift friction element and a selected shift stage in the gear transmission mechanism.
FIG. 10 is an actual configuration diagram of the gear transmission mechanism, showing an enlarged view of a gist portion related to the speed change brake device according to the embodiment;
[Explanation of symbols]
1 Input shaft
2 Output shaft
3 Ravigneaux type planetary gear set
4 Planetary gear set for reduction
S1 sun gear
R1 ring gear
P1 pinion
C1 career
P2 Long pinion
P3 short pinion
S2 sun gear
S3 sun gear
R3 ring gear
C2 career
C3 career
5 Output gear
6 Transmission case
6a Spline groove
11 Outer race
11a spline teeth
14 Brake hub
15 Brake pack
16 Brake hub
17 Brake pack
19 Servo piston
19a Base end of servo piston
19b Servo piston comb tip
L / C low clutch
3,5, R / C 3-speed, 5-speed, reverse clutch
2 ・ 6 / B 2-speed, 6-speed brake
L / OWC Rowan Way Clutch
LR / B low reverse brake
H / C high clutch
31 Input shaft
32 Output shaft
33 Ravigneaux type planetary gear set
34 Planetary gear set for reduction
36 Transmission case
36a Spline groove
1 / OWC 1-speed one-way clutch
2 / OWC 2-speed one-way clutch
2 / B 2-speed brake
41 Rotating drum
42 Brake hub
43 Brake pack
44 Brake pack
46 Servo piston
46a Servo piston base end
46 Servo piston comb tip
48 Servo piston

Claims (7)

A reduction planetary gear set that decelerates and outputs an input rotation and a Ravigneaux type planetary gear set that changes and outputs the reduced rotation from the planetary gear set enables a multi-stage shift, and the shift includes at least two brakes. In an automatic transmission controlled by engagement and release of a friction element for shifting including
Both of the two brakes are constituted by a multi-plate brake, and a brake pack made up of a rotating plate and a non-rotating plate of the multi-plate brake is adjacent to the inner periphery of the transmission case in the axial direction and from the same side in the axial direction. Arranged to be fastened by thrust,
Servo pistons for fastening these brake packs are arranged coaxially on the side of the other brake far from one brake, and the servo piston related to the one brake is slidably fitted to the transmission case. The servo piston related to the other brake is arranged on the inner peripheral side of the servo piston ,
The non-rotating plates of the two brake packs are rotationally engaged with splines on the inner periphery of the transmission case, and the comb-like tip of the servo piston related to the one brake is passed through the spline groove so that the one A brake device for a shift in an automatic transmission, wherein the brake device is configured to contact a brake pack related to a brake. 2. The automatic transmission according to claim 1, wherein the speed change friction element includes a one-way clutch, and an outer race of the one-way clutch is engaged with an inner periphery of the transmission case.
The outer race of the one-way clutch is rotationally engaged with the spline on the inner periphery of the transmission case, and the comb-shaped tip of the servo piston is passed through the groove of the spline to contact the brake pack related to the one brake. A speed change brake device for an automatic transmission, characterized by being configured to contact . The shift brake device for an automatic transmission according to claim 2 ,
An automatic transmission shifting brake device characterized in that an outer race of the one-way clutch is disposed between the two brake packs and used as a thrust reaction force receiver for a brake pack related to the other brake. In the automatic transmission gearshift brake device according to any one of claims 1 to 3 ,
A comb-like shape of a servo piston related to the one brake is formed in a gap between a groove bottom of a spline provided on the inner periphery of the transmission case and at least a tooth tip of the non-rotating plate so as to be rotationally engaged with the spline. A speed change brake device for an automatic transmission, characterized in that a tip is penetrated. In the automatic transmission gearshift brake device according to any one of claims 1 to 3 ,
In the inner space of the spline groove on the inner periphery of the transmission case formed by thinning out the teeth of the non-rotating plate so as to engage with the inner periphery of the transmission case, the servo piston related to the one brake is A speed change brake device for an automatic transmission, characterized in that a comb-shaped tip is passed therethrough. In order to enable the speed change, a multi-speed change is possible by a reduction planetary gear set that decelerates and outputs an input rotation, and a Ravigneaux type planetary gear set that changes and outputs a reduction rotation from the planetary gear set. Reduced rotation from the planetary gear set for reduction can be transmitted to the first rotating member of the Ravigneaux planetary gear set by the first clutch, and reduced rotation from the planetary gear set for reduction is transmitted to the first of the Ravigneaux planetary gear set by the second clutch. The second rotation member can be transmitted to the two-rotation member and can be fixed by the first brake, and the input rotation to the reduction planetary gear set is transmitted to the third rotation member of the Ravigneaux planetary gear set by the third clutch. This third rotation member is made possible by a one-way clutch in the direction opposite to the input rotation and the second rotation member. And fixable in both directions by the rake, in the automatic transmission according to claim 1, the fourth rotating member of the Ravigneaux planetary gear set and a transmission output rotation member,
An outer race of the one-way clutch and a non-rotating plate constituting a brake pack of the first brake and the second brake arranged on both sides in the axial direction of the one-way clutch are rotated on a common spline formed on the inner periphery of the transmission case. Combine
Servo pistons for putting these brake packs in a fastening state are coaxially arranged on the side of the second brake far from the first brake, and the servo piston related to the first brake is slidably fitted to the transmission case. The servo piston related to the second brake is arranged on the inner peripheral side of this servo piston,
The configuration is such that the comb-shaped tip of the servo piston related to the first brake is passed through the groove of the common spline on the inner periphery of the transmission case so as to contact the brake pack related to the first brake. Brake device for shift of automatic transmission characterized as above. In order to enable the speed change, a multi-speed change is possible by a reduction planetary gear set that decelerates and outputs an input rotation, and a Ravigneaux type planetary gear set that changes and outputs a reduction rotation from the planetary gear set. Reduced rotation from the planetary gear set for reduction can be transmitted to the first rotating member of the Ravigneaux planetary gear set by the first clutch, and reduced rotation from the planetary gear set for reduction is transmitted to the first of the Ravigneaux planetary gear set by the second clutch. The second rotating member can be transmitted to the two rotating members, and the second rotating member can be fixed in the opposite direction to the input rotation by the first one-way clutch and the first brake and in both directions by the second brake. The input rotation to the gear can be transmitted to the third rotating member of the Ravigneaux type planetary gear set by the third clutch. The third rotating member can be fixed in the opposite direction to the input rotation by a second one-way clutch and in both directions by a third brake, and the fourth rotating member of the Ravigneaux planetary gear set is a transmission output rotating member. In the automatic transmission according to 1,
A common spline formed on the inner periphery of the transmission case is rotationally engaged with a non-rotating plate forming a brake pack of the first brake and the second brake arranged adjacent to each other in the axial direction,
Servo pistons for putting these brake packs in the fastening state are coaxially arranged on the side of the first brake far from the second brake, and the servo piston related to the second brake is slidably fitted to the transmission case. The servo piston related to the first brake is arranged on the inner peripheral side of this servo piston,
The configuration is such that the comb-shaped tip of the servo piston related to the second brake is made to pass through the groove of the common spline on the inner periphery of the transmission case to contact the brake pack related to the second brake. Brake device for shift of automatic transmission characterized as above.

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