JP6090110B2 - Automatic transmission - Google Patents

Description

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

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

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

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

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

Japanese Patent No. 4644700

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

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

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

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

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

  In that case, when the newly created automatic transmission is a horizontal type, for example, a drive source composed of an engine and a torque converter, an automatic transmission, and a differential mechanism are arranged in a limited vehicle width direction in the engine room. In order to store them within the dimensions, it is required to integrate them as compactly as possible.

  The present invention addresses the above-described problems associated with the multi-stage automatic transmission, and in a horizontal automatic transmission including four planetary gear sets and three clutches, hydraulic supply oil passages to the clutches It is an object of the present invention to simplify the configuration of the above, to suppress deterioration in response of shift control and increase in size of the transmission, and to integrate the transmission, the drive source, and the differential mechanism in a compact manner.

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

First, the invention according to claim 1 of the present application is
In the transmission case, on the same axis,
An input member coupled to the drive source;
An output gear coupled to the differential mechanism;
Both are single pinion type planetary gear sets, which are a first planetary gear set having a first sun gear, a first ring gear and a first carrier, a second sun gear, a second planetary gear set having a second ring gear and a second carrier, a third A third planetary gear set having a sun gear, a third ring gear and a third carrier, and a fourth planetary gear set having a fourth sun gear, a fourth ring gear and a fourth carrier;
First, second and third clutches;
A hydraulic supply oil passage for supplying hydraulic pressure from the transmission case to the first, second and third clutches;
First and second brakes;
A horizontal automatic transmission equipped with
The first sun gear and the fourth sun gear are always connected,
The first ring gear and the second sun gear are always connected,
The second carrier and the fourth carrier are always connected,
The third carrier and the fourth ring gear are always connected,
The input member is always connected to the first carrier,
The output gear is always connected to the second carrier and the fourth carrier,
The first clutch connects and disconnects the input member, the first carrier, and the third sun gear,
The second clutch connects and disconnects the first ring gear and the second sun gear and the third sun gear;
The third clutch connects and disconnects the second ring gear and the third sun gear;
The first brake connects and disconnects the third ring gear and the transmission case;
The second brake, and disengaging between said first sun gear and the fourth sun gear and said transmission case,
Of the first, second, and third clutches and the first and second brakes, any three frictional engagement elements are engaged, and the remaining two frictional engagement elements are brought into a non-engagement state. Configured to form steps ,
The first and second planetary gear sets are arranged on one end side in the axial direction with respect to the third and fourth planetary gear sets,
Outer and outer rotating members that are coupled / separated according to the supply / discharge of hydraulic pressure of the first, second, and third clutches are integrated with each other, and are shared by the first, second, and third clutches. And the other end of the outer shared rotating member in the axial direction is always connected to the third sun gear.
The inner rotating member of the first clutch is always connected to the input member and the first carrier,
The inner rotating member of the second clutch is always connected to the first ring gear and the second sun gear,
An inner rotating member of the third clutch is always connected to the second ring gear; and
Among the output gear, the first, second, third, and fourth planetary gear sets, the first, second, and third clutches, and the first and second brakes, in order from the drive source side in the axial direction, A second brake and an output gear are arranged.

The invention according to claim 2 is the invention according to claim 1,
The outer shared rotating member is provided such that an outer peripheral surface directly faces an inner peripheral surface of an outer peripheral wall in the transmission case,
Before Symbol oil pressure supply path, from the transmission case side, so as to communicate with the respective clutches through between opposing surfaces to each other and the outer circumferential surface of the outer shared rotary member and the inner peripheral surface of the casing outer peripheral wall It is provided.

Further, the invention according to claim 3 is the invention according to claim 1 or 2,
The fourth planetary gear set is arranged closer to the drive source side in the axial direction than the third planetary gear set.

The invention according to claim 4 is the invention according to claim 1 or 2,
The third planetary gear set is arranged closer to the drive source side in the axial direction than the fourth planetary gear set.

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

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

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

  Thereby, for example, as in the conventional automatic transmission shown in FIG. 16, the first, second, and second clutches are disposed in a closed space surrounded by a planetary gear set, a power transmission member, and the like. The hydraulic oil supply path to the third clutch can be configured to be short and simple, and the increase in the size of the transmission due to the multi-stage and the deterioration of the response of the shift control due to the hydraulic supply / discharge can be suppressed. become.

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

  In particular, according to the horizontal automatic transmission according to the present invention, only the second brake is disposed on the drive source side of the output gear, and the remaining first, second, third, and fourth planetary gears. The set, the first, the second, the third clutch, and the first brake are disposed on the counter drive source side. Therefore, the differential mechanism and the output gear can be disposed close to each other in the axial direction while the differential mechanism coupled to the output gear is disposed in the vicinity of the drive source. As a result, the power transmission shaft constituting the power transmission path between the output gear and the differential mechanism can be shortened. Therefore, for example, a drive source composed of an engine and a torque converter, an automatic transmission according to the present invention, and a differential mechanism are integrated in a compact manner so as to be within a limited size in the vehicle width direction in the engine room. This makes it possible to achieve good mountability in the engine room.

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

  According to the third aspect of the present invention, the fourth planetary gear set having the fourth sun gear coupled to the second brake and the fourth carrier coupled to the output gear is driven more than the remaining planetary gear sets. Since it is arranged on the source side, the fourth sun gear and the fourth carrier are connected to the output gear and the second brake arranged on the drive source side of the fourth planetary gear set by simple and compact handling, respectively. Can do. Therefore, it is possible to simplify and downsize the structure of the entire automatic transmission.

  On the other hand, according to the fourth aspect of the present invention, the third planetary gear set having the third ring gear connected to the first brake is disposed closer to the drive source than the remaining planetary gear sets. Are arranged close to the drive source side. In addition, as described above, the second brake is disposed closest to the drive source. In general, the brake of an automatic transmission tends to increase in diameter to increase torque capacity because it is engaged at a low speed, but according to the present invention, the first and second large diameters tend to increase. By arranging the brake close to the drive source side, the diameter of the automatic transmission can be reduced on the counter drive source side. Accordingly, it is possible to easily avoid interference between the end portion of the automatic transmission on the side opposite to the driving source and peripheral members such as the side frame and the mounting member.

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

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

  Embodiments of the present invention will be described below.

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

  Further, first, second, and third clutches CL1, CL2, and CL3 are disposed on the outer side in the radial direction of the first and second gear sets PG1 and PG2 in the transmission case 11 from the side opposite to the driving source. In addition, a first brake BR1 is disposed in the vicinity of the third gear set PG3, and a second brake BR2 is disposed on the drive source side of the output gear 13.

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

In the automatic transmission 10, the first sun gear S1 and the fourth sun gear S4, the first ring gear R1 and the second sun gear S2, the second carrier C2 and the fourth carrier C4, the third carrier C3 and the fourth ring gear. Each R4 is always connected. The input shaft 12 is always connected to the first carrier C1, and the output gear 13 is always connected to the second carrier C2 and the fourth carrier C4. Specifically, the output gear 13 is coupled to the drive source side of the fourth carrier C4 via the power transmission member 13a , and the fourth carrier C4 and the second carrier C2 are coupled via the power transmission member 16. .

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

Further, the first brake BR1 is disposed between the transmission case 11 and the third ring gear R3 so as to connect and disconnect them, and the second brake BR2 is connected to the transmission case 11. And the first and fourth sun gears S1 and S4 to connect and disconnect them. The first and second brakes BR1 and BR2 are configured such that the outer peripheral side of the friction plate coupled / separated according to the supply / discharge of hydraulic pressure is integrated with the transmission case 11 and arranged on the inner peripheral side of the friction plate. Rotating members are coupled to the third ring gear R3 and the fourth sun gear S4, respectively. The inner rotating member 19 of the second brake BR2 is directly coupled to the fourth sun gear S4, and is coupled to the first sun gear S1 via the fourth sun gear S4 and the power transmission member 15.

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

  In this case, the members to which the inner rotation members of the first to third clutches CL1 to CL3 are coupled are all the input shaft 12 arranged on the inner side in the radial direction of the clutches CL1 to CL3 and the first and first clutches. The power transmission member that is a rotating element of the two gear sets PG1 and PG2 and that connects the rotating elements of the first and second gear sets PG1 and PG2 and the rotating elements of the third and fourth gear sets PG3 and PG4, Only the power transmission member 15 that couples S1 and the fourth sun gear S4 and the power transmission member 16 that couples the second carrier C2 and the fourth carrier C4, both of which are the drive sources of the outer shared rotation member 14 It is possible to pass the inside of the third sun gear S3 to which the side end portion 14a is coupled.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  Here, among the output gear 13, the first to fourth gear sets PG1 to PG4, the first to third clutches CL1 to CL3, the first and second brakes BR1 and BR2 constituting the automatic transmission 10, the most in the axial direction. A second brake BR2 and an output gear 13 are arranged in order from the drive source side. In the first embodiment, the fourth gear set PG4 having the rotating elements connected to the second brake BR2 and the output gear 13 is disposed closer to the drive source than the remaining gear sets PG1, PG2, and PG3. The fourth sun gear S4 and the fourth carrier C4 can be connected to the output gear 13 and the second brake BR2 arranged on the drive source side of the fourth gear set PG4 by simple and compact handling, respectively. Therefore, the structure of the automatic transmission 10 as a whole can be simplified and downsized.

  As shown in FIG. 14, the automatic transmission 10 may constitute the drive unit 1 together with the drive source 2 including, for example, an engine and a torque converter, and the differential mechanism 7. In this case, the output gear 13 of the automatic transmission 10 is engaged with, for example, a driven gear 5 on the counter shaft 4 parallel to the input shaft 12, and a drive gear provided on the drive shaft side of the driven shaft 5 on the counter shaft 4. 6 is meshed with the diff ring gear 8 of the differential mechanism 7. With such drive connection, power is transmitted from the drive source 2 to the axles 9a and 9b via the automatic transmission 10 and the differential mechanism 7.

  As described above, among the constituent elements of the automatic transmission 10, only the second brake BR2 is disposed closer to the drive source than the output gear 13. Therefore, the differential mechanism 7 and the output gear 13 can be disposed close to each other in the axial direction while the differential mechanism 7 is disposed in the vicinity of the drive source 2, thereby enabling the counter shaft 4 to be shortened. Become. The second brake BR2 is a dead space at an axial position corresponding to a space closer to the drive source than the output gear 13 in the transmission case 11, that is, a meshing portion of the drive gear 6 and the diff ring gear 8 of the counter shaft 4. Arranged using space. With the above layout, the entire drive unit 1 can be configured compactly, and good mountability in the engine room can be realized.

  Further, on the side opposite to the drive source 2, a drive source other than the drive source 2 such as a motor can be additionally connected to the input shaft 12. That is, by using the automatic transmission 10 having the above configuration, a drive unit for a hybrid vehicle that uses a plurality of drive sources selectively or in combination can be easily formed.

  Next, the automatic transmission 20 according to the second embodiment shown in FIG. 15 will be described. Also in the automatic transmission 20, the output gear 23 and the single pinion type first to fourth gear sets PG1 to PG4 are disposed on the axis of the input shaft 22 extending from the drive source side (right side in the drawing). The friction engagement element includes the first to third clutches CL1 to CL3 and the first and second brakes BR1 and BR2. The connection / disconnection relationship between the machine case and the rotating element is the same as that of the automatic transmission 10 according to the first embodiment.

  Therefore, also with the automatic transmission 20 according to the second embodiment, according to the fastening table shown in FIG. 2, the mechanism shown in FIGS. An automatic transmission that is a stage is obtained.

  Further, the configuration of the outer shared rotating member 24 formed by integrating the outer rotating members of the first to third clutches CL1 to CL3 and the configuration related to the first to third hydraulic chambers P1 to P3 are also fine differences such as dimensions. Is the same as in the first embodiment. Therefore, also in the automatic transmission 20 according to the second embodiment, since the outer peripheral surface 24b of the outer shared rotating member 24 is disposed so as to directly face the inner peripheral surface 21b of the outer peripheral wall 21a of the transmission case 21, Hydraulic supply oil passages a, b, which communicate between an oil passage provided on the outer peripheral wall 21a of the transmission case 21 and an oil passage provided on the outer shared rotating member 24, between the opposing surfaces of both surfaces 21b, 24b. c will be formed.

  Therefore, also in the second embodiment, the hydraulic pressure is directly supplied from the transmission case 21 side to the first to third hydraulic chambers P1 to P3 without passing through an oil passage provided in another power transmission member or the like. Therefore, unlike the example shown in FIG. 16, it is not necessary to route the hydraulic oil supply passage to the hydraulic chamber via a power transmission member other than a clutch constituent member such as a shaft member penetrating the inside of the planetary gear set. As a result, the hydraulic pressure supply oil passage is short and simplified, thereby suppressing an increase in the size of the transmission and a deterioration in the response of the shift control.

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

  First, in the automatic transmission 20 according to the second embodiment shown in FIG. 15, the first, second, fourth, and third gear sets PG1, PG2, PG4, and PG3 are arranged in order from the drive source side. That is, as compared with the first embodiment, the order of the third gear set PG3 and the fourth gear set PG4 is switched.

  In the second embodiment, the fourth gear set PG <b> 4 is disposed inside the outer shared rotating member 24. The fourth ring gear R4 is coupled to the third carrier C3 via a power transmission member 29 that passes through the inside of the drive source side end 24a of the outer shared rotating member 24. The fourth carrier C4 is coupled to the output gear 23 disposed on the drive source side with respect to the third gear set PG3 via the power transmission member 28 passing through the inside of the drive source side end 24a of the outer shared rotating member 24. ing. An inner rotation member 27 of the second brake BR2 disposed on the most drive source side of the automatic transmission 20 is coupled to the drive source side of the fourth sun gear S4, and the inner rotation member 27 is also an outer shared rotation member. It arrange | positions so that it may pass inside the edge part 24a by the side of 24 drive sources.

  Also in the second embodiment, only the second brake BR2 is disposed closer to the drive source than the output gear 23. Therefore, as in the first embodiment, the output gear 23 and the differential mechanism 7 (see FIG. 14) can be arranged close to each other in the axial direction, and the counter interposed between the automatic transmission 20 and the differential mechanism 7 is provided. The shaft 4 (see FIG. 14) can be shortened. Therefore, the automatic transmission 20, the drive source, and the differential mechanism can be integrated in a compact manner, and good mountability in the engine room can be realized.

  Further, according to the automatic transmission 20, the third gear set PG3 having the third ring gear R3 connected to the first brake BR1 is disposed on the drive source side with respect to the remaining gear sets PG1, PG2, and PG4. The first brake BR1 is arranged close to the drive source side. In general, the brake of an automatic transmission tends to increase in diameter in order to increase torque capacity because it is engaged at a low gear, but according to the second embodiment, the first, Since the second brakes BR1 and BR2 are arranged close to the drive source side, the diameter of the automatic transmission 20 can be reduced on the counter drive source side. Thereby, interference between the end of the automatic transmission 20 on the side opposite to the driving source and peripheral members (not shown) such as side frames and mount members can be easily avoided.

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

DESCRIPTION OF SYMBOLS 1 Drive unit 2 Drive source 4 Counter shaft 7 Differential mechanism 10, 20 Automatic transmission 11, 21 Transmission case 12, 22 Input shaft 13, 23 Output gear PG1-PG4 1st-4th planetary gear set S1-S4 Sun gear R1- R4 Ring gear C1 to C4 Carrier CL1 to CL3 First to third clutches BR1 and BR2 First and second brakes P1 to P3 First to third hydraulic chambers a, b, c Hydraulic supply oil passages

Claims (5)

In the transmission case, on the same axis,
An input member coupled to the drive source;
An output gear coupled to the differential mechanism;
Both are single pinion type planetary gear sets, which are a first planetary gear set having a first sun gear, a first ring gear and a first carrier, a second sun gear, a second planetary gear set having a second ring gear and a second carrier, a third A third planetary gear set having a sun gear, a third ring gear and a third carrier, and a fourth planetary gear set having a fourth sun gear, a fourth ring gear and a fourth carrier;
First, second and third clutches;
A hydraulic supply oil passage for supplying hydraulic pressure from the transmission case to the first, second and third clutches;
First and second brakes;
A horizontal automatic transmission equipped with
The first sun gear and the fourth sun gear are always connected,
The first ring gear and the second sun gear are always connected,
The second carrier and the fourth carrier are always connected,
The third carrier and the fourth ring gear are always connected,
The input member is always connected to the first carrier,
The output gear is always connected to the second carrier and the fourth carrier,
The first clutch connects and disconnects the input member, the first carrier, and the third sun gear,
The second clutch connects and disconnects the first ring gear and the second sun gear and the third sun gear;
The third clutch connects and disconnects the second ring gear and the third sun gear;
The first brake connects and disconnects the third ring gear and the transmission case;
The second brake, and disengaging between said first sun gear and the fourth sun gear and said transmission case,
Of the first, second, and third clutches and the first and second brakes, any three frictional engagement elements are engaged, and the remaining two frictional engagement elements are brought into a non-engagement state. Configured to form steps ,
The first and second planetary gear sets are arranged on one end side in the axial direction with respect to the third and fourth planetary gear sets,
Outer and outer rotating members that are coupled / separated according to the supply / discharge of hydraulic pressure of the first, second, and third clutches are integrated with each other, and are shared by the first, second, and third clutches. And the other end of the outer shared rotating member in the axial direction is always connected to the third sun gear.
The inner rotating member of the first clutch is always connected to the input member and the first carrier,
The inner rotating member of the second clutch is always connected to the first ring gear and the second sun gear,
An inner rotating member of the third clutch is always connected to the second ring gear; and
Among the output gear, the first, second, third, and fourth planetary gear sets, the first, second, and third clutches, and the first and second brakes, in order from the drive source side in the axial direction, An automatic transmission comprising a second brake and an output gear. The outer shared rotating member is provided such that an outer peripheral surface directly faces an inner peripheral surface of an outer peripheral wall in the transmission case,
Before Symbol oil pressure supply path, from the transmission case side, so as to communicate with the respective clutches through between opposing surfaces to each other and the outer circumferential surface of the outer shared rotary member and the inner peripheral surface of the casing outer peripheral wall The automatic transmission according to claim 1, wherein the automatic transmission is provided.   3. The automatic transmission according to claim 1, wherein the fourth planetary gear set is disposed closer to an axial drive source than the third planetary gear set. 4.   3. The automatic transmission according to claim 1, wherein the third planetary gear set is disposed closer to an axial drive source than the fourth planetary gear set. 4. Of the first, second and third clutches and the first and second brakes,
First speed is formed when the first clutch, the first brake and the second brake are engaged,
Second speed is formed when the second clutch, the first brake and the second brake are engaged,
Third speed is formed when the first clutch, the second clutch and the first brake are engaged,
When the second clutch, the third clutch and the first brake are engaged, the fourth speed is formed,
When the first clutch, the third clutch and the first brake are engaged, the fifth speed is formed,
When the first clutch, the second clutch, and the third clutch are engaged, a sixth speed with a reduction ratio of 1 is formed,
Seventh speed is formed when the first clutch, the third clutch and the second brake are engaged,
When the second clutch, the third clutch and the second brake are engaged, the eighth speed is formed,
The automatic transmission according to any one of claims 1 to 4, wherein a reverse speed is formed when the third clutch, the first brake, and the second brake are engaged.

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