JP6201773B2 - 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, in Patent Document 1, as shown in FIG. 9, four planetary gear sets PGa, PGb, PGc, PGd, and friction are provided as horizontal automatic transmissions whose axial centers are arranged in the vehicle body width direction. Equipped with three clutches CLa, CLb, CLc as engagement elements and two brakes BRa, BRb, and selectively engaging three of these five friction engagement elements to achieve eight forward speeds 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.

  And in the structure of patent document 1, unlike the general structure of the horizontal type automatic transmission which transmits motive power from the output gear of an automatic transmission to the diff ring gear of a differential apparatus via an intermediate transmission mechanism, an automatic transmission Is used as the output part of the drive sprocket SPa connected to the carrier Ca of the planetary gear set PGa closest to the drive source in the axial direction, and is engaged with the drive sprocket SPa via the chain CH as the input part of the differential device DE. The driven sprocket SPb is used.

  The intermediate transmission mechanism in the above general configuration includes a first gear having a relatively large diameter that meshes with the output gear on a second shaft parallel to the first shaft provided with a planetary gear set and a frictional engagement element, and a diff ring gear. The intermediate transmission mechanism occupies a certain amount of space because it is configured by being provided with a relatively small second gear that meshes with the second gear. By omitting the intermediate conduction mechanism, it is possible to reduce the size and the structure of the power unit.

Special table 2008-534865 gazette

  However, in a horizontal automatic transmission in which a plurality of planetary gear sets and a plurality of frictional engagement elements are arranged in the axial direction, there is a tendency to increase in size with the increase in the number of stages. If omitted, the problem that the axial dimension tends to be large cannot be solved. Moreover, in the automatic transmission of Patent Document 1, the planetary gear set PGa and the drive sprocket SPa need to be arranged side by side in the axial direction because the drive sprocket SPa is connected to the carrier of the planetary gear set PGa closest to the drive source. For this reason, the axial dimension of the transmission further increases, and there is a possibility that a vehicle-mounted problem may occur due to other members in the engine room.

  Therefore, the present invention realizes a new automatic transmission structure that can suppress an increase in the axial dimension as much as possible while adopting a chain drive system and reducing the size and simplifying the structure. It is an object of the present invention to provide an automatic transmission with a new configuration that is superior to the above.

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

In the first aspect of the present invention, in the transmission case, a plurality of planetary gear sets, a plurality of frictional engagement elements, an input member, and an output member are disposed on an axis extending in the vehicle body width direction. A horizontal automatic transmission,
The plurality of planetary gear sets are a single-pinion type first planetary gear set, a single-pinion type second planetary gear set, a single-pinion type third planetary gear set, and a double-pinion type fourth planetary gear set,
The plurality of frictional engagement elements are a first clutch, a second clutch, a third clutch, a first brake and a second brake,
The sun gear of the first planetary gear set and the carrier of the third planetary gear set are always connected,
The sun gear of the second planetary gear set and the ring gear of the third planetary gear set are always connected,
The sun gear of the third planetary gear set and the carrier of the fourth planetary gear set are always connected,
The input member is always connected to a sun gear of the first planetary gear set and a carrier of the third planetary gear set;
The output member is always connected to the ring gear of the first planetary gear set,
The first clutch connects and disconnects the carrier of the first planetary gear set and the carrier of the second planetary gear set;
The second clutch connects and disconnects the carrier of the first planetary gear set, the sun gear of the second planetary gear set, and the ring gear of the third planetary gear set;
The third clutch connects and disconnects the carrier of the second planetary gear set and the carrier of the fourth planetary gear set;
The first brake connects and disconnects the ring gear of the second planetary gear set and the ring gear of the fourth planetary gear set and the transmission case,
The second brake connects and disconnects the sun gear of the fourth planetary gear set and the transmission case,
The first planetary gear set is disposed closer to one end side in the axial direction than the second planetary gear set, the third planetary gear set, and the fourth planetary gear set,
The sun gear of the first planetary gear set is connected to a drive source via the entering-force member,
A ring gear of the first planetary gear set is connected to the differential unit via the front Kide force member,
The output member is a drive sprocket connected to the differential device by a chain wound around a driven sprocket provided in the differential device;
The drive sprocket is disposed on the outer peripheral side of the first planetary gear set so as to overlap the gear set in the axial direction, and is always connected to a ring gear of the first planetary gear set.

According to a second aspect of the present invention, in the automatic transmission according to the first aspect ,
The second and third planetary gear sets are arranged in the radial direction with the former as the outer peripheral side and the latter as the inner peripheral side,
The sun gear of the second planetary gear set and the ring gear of the third planetary gear set are integrated.

According to a third aspect of the present invention, in the automatic transmission according to the first or second aspect ,
The first and second clutches are disposed between the first planetary gear set and the second and third planetary gear sets,
An intermediate wall is provided in the transmission case so as to be positioned between the first planetary gear set and the first and second clutches,
The hydraulic supply oil passages to the first and second clutches are provided so as to communicate with the clutches from the intermediate wall, respectively.

According to a fourth aspect of the present invention, in the automatic transmission according to any one of the first to third aspects,
The third clutch is disposed between the second and third planetary gear sets and the fourth planetary gear set,
The transmission case is provided with a cylindrical portion provided on an end wall opposite to the one end in the axial direction and extending on the axis toward the one end .
The hydraulic oil supply passage to the third clutch is provided so as to communicate with the clutch from the cylindrical portion.

  With the above configuration, first, according to the first aspect of the present invention, the input member is always connected to the innermost sun gear of the first planetary gear set, and the outermost ring gear is used as the output member. Since the drive sprocket is always connected, the drive sprocket can be arranged on the outer peripheral side of the first planetary gear set so as to overlap the gear set in the axial direction, and a chain can be arranged so as to surround the gear set. . Therefore, by omitting the intermediate transmission mechanism due to the adoption of the chain drive system, the outer circumference side of the first planetary gear set is achieved while saving space and simplifying the structure around the first planetary gear set disposed on one end side in the axial direction. Since the drive sprocket arranged at the position overlaps the gear set in the axial direction, the axial dimension of the automatic transmission can be shortened accordingly. As a result, an automatic transmission excellent in in-vehicle performance is realized as a horizontal automatic transmission that is mounted in an engine room or the like where the dimensions in the vehicle body width direction are particularly limited with the axis centered in the vehicle body width direction. .

The front SL in addition to the first planetary gear set, the second to fourth planetary gear sets, the first to third clutches and the first, since the second brake is provided, automatic transmission eight forward stages, the Thus, an automatic transmission with reduced axial dimensions can be realized.

Then, before Symbol first to third clutches and the first, by configuring so that three of the second brake selectively fastening, 8 forward speeds, specifically one reverse stage of the automatic transmission To be realized.

In addition, according to the second aspect of the present invention, the second and third planetary gear sets are arranged so as to overlap each other in the radial direction, whereby the axial dimension can be shortened more effectively. Further, since the fourth planetary gear set is arranged on the other end side in the axial direction, the outer diameter of the transmission case at the end is arranged so that the second and third planetary gear sets are arranged in the radial direction. If the end portion is the end portion on the side opposite to the driving source, interference between the automatic transmission and other members and devices disposed around the automatic transmission can be prevented. This makes it easier to avoid the vehicle and further improves the in-vehicle performance of the automatic transmission.

  The sun gear of the second planetary gear set arranged on the outer peripheral side of the second and third planetary gear sets arranged in the radial direction is integrated with the ring gear of the third planetary gear set arranged on the inner peripheral side. As a result, the number of parts can be reduced and the radial dimension can be further reduced as compared with the case of connecting them via a connecting member.

  In this case, the sun gear and the ring gear can be integrated in the case where a ring gear and a sun gear are provided on the outer peripheral surface of a single ring member, and two ring members provided with these gears are fitted and integrated. This includes cases where

According to a third aspect of the present invention, there is provided a hydraulic supply oil passage for supplying hydraulic pressure to the first and second clutches disposed between the first planetary gear set and the second and third planetary gear sets. Since it is provided so as to be guided directly to these clutches from the intermediate wall provided in the transmission case, the configuration of the hydraulic supply oil passage is simplified compared to the case where hydraulic pressure is supplied to the clutch through the inside of the planetary gear set. Further, the increase in the size of the transmission and the deterioration of the response of the hydraulic pressure supply due to the complicated configuration of the oil passage are suppressed.

According to the fourth aspect of the present invention, the hydraulic pressure supply oil passage for supplying hydraulic pressure to the third clutch disposed between the second and third planetary gear sets and the fourth planetary gear set includes a transmission case. When the hydraulic pressure is supplied to the clutch through the inside of the planetary gear set, it is provided so as to be directly guided to the clutch from the cylindrical portion that is provided on the end wall on the other end side and extends on the axial center to the one end side. Compared to the invention according to claim 3 , the structure of the hydraulic supply oil passage is complicated and the transmission is increased in size and the response of the hydraulic supply is reduced. It is suppressed.

1 is a skeleton diagram of an entire power unit including an automatic transmission according to a first embodiment of the present invention. It is the skeleton which expanded the principal part of the said automatic transmission. 3 is a fastening table of frictional engagement elements of the automatic transmission. It is a table | surface of the example of the number of teeth of the gear which comprises a planetary gear set. It is a table | surface which shows the reduction ratio and gear step in the case of the number of teeth example of FIG. It is a skeleton figure showing the modification of the support structure of the 1st planetary gear set. It is a skeleton figure showing another modification of the support structure of the 1st planetary gear set. It is a skeleton figure of the whole power unit containing the automatic transmission which concerns on 2nd Embodiment of this invention. It is a skeleton diagram showing a conventional example of an automatic transmission with eight forward speeds.

  Hereinafter, embodiments of the present invention will be described.

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

  The automatic transmission 10 has an input member that extends from the engine E to the non-engine side (hereinafter referred to as “front side” and the non-engine side as “rear side”) from the engine E through a torque converter in the transmission case 11. The input shaft 12 as a drive shaft, a drive sprocket 13 as an output member disposed on the front side in the transmission case 11, and first, second, third, and fourth planetary gear sets (hereinafter referred to as “planetary gear sets”) (Referred to as “gear set”) PG1, PG2, PG3, and PG4, which are arranged on the same axis.

  Here, “engine side (front side)” corresponds to “one end side” in the claims, and “anti-engine side (rear side)” also corresponds to “other end side”.

  The differential device 3 is always connected to a sleeve 22 arranged coaxially with the drive shaft 4a, a driven sprocket 23 fixed to the sleeve 22, a sun gear always connected to the sleeve 22, and a transmission case 11. A speed reducer 30 including a planetary gear set having a ring gear is provided.

  A chain 20 is wound around the drive sprocket 13 of the automatic transmission 10 and the driven sprocket 23 of the differential device 3, and the drive sprocket 13 is connected to the differential device 3 by the chain 20. As a result, the output of the automatic transmission 10 is transmitted to the sleeve 22 via the chain 20, then decelerated by the speed reducer 30 and transmitted to the differential device 3.

  The first gear set PG1 is disposed at the front end in the transmission case 11, and the second gear set PG2 and the third gear set PG3 are arranged at the same position in the axial direction behind the first gear set PG1, and the outer periphery of the former. The fourth gear set is disposed closer to the rear end portion in the transmission case 11 at the rear thereof, with the second and the latter being disposed radially inward.

  Further, the transmission case 11 is provided with an intermediate wall 11b extending inward from the outer peripheral wall 11a so as to be positioned behind the first gear set PG1, and the first rearward from the inner peripheral portion of the intermediate wall 11b. A cylindrical portion 11c is extended.

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

  Further, a first brake BR1 is disposed on the outer periphery of the fourth gear set PG4, and a second brake BR2 is disposed between the fourth gear set PG4 and the rear end wall 11d of the transmission case 11 behind the fourth gear set PG4. Yes.

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

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

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

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

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

  The first ring gear R1 and the drive sprocket 13 that are always connected are, for example, a ring-shaped single unit in which teeth that mesh with the pinion are formed on the inner circumferential side and teeth that mesh with the chain 20 are formed on the outer circumferential side. Composed of parts, or ring ring and ring-shaped sprocket fitted on the outer periphery of the ring gear are directly coupled by welding, shrink fitting, or spline fitting while restricting relative movement in the axial direction, etc. Are integrated.

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

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

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

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

  Further, the rear wall 11d of the transmission case 11 is provided with a boss-like second cylindrical portion 11f extending forward from the inner peripheral end thereof, and the hydraulic chamber P3 of the third clutch CL3 is formed on the outer peripheral surface thereof. The inner peripheral surface of the bulging portion 16a to the rear of the outer rotating member 16 is fitted, and the inner and outer peripheral surface fitting portions are connected from the rear wall 11d of the transmission case 11 and the second cylindrical portion 11f. A hydraulic pressure supply oil passage c communicating with the hydraulic pressure chamber P3 is formed.

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

  Although not shown, the communicating portions of the hydraulic oil supply passages a and b in the fitting portion between the outer peripheral surface of the first cylindrical portion 11c and the inner peripheral surface of the bulging portion 15a of the common rotating member 15; and The communicating portion of the hydraulic pressure oil passage c in the fitting portion between the outer peripheral surface of the second cylindrical portion 11f and the inner peripheral surface of the bulging portion 16a of the outer rotating member 16 of the third clutch CL3 is sealed by a seal ring. ing.

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

  With the above configuration, according to the automatic transmission 10, the first to third clutches CL1 to CL3 are controlled by the hydraulic supply / discharge control for the hydraulic chambers P1 to P5 shown in FIG. 2, as shown in the engagement table of FIG. If the three frictional engagement elements are selectively engaged from the five frictional engagement elements of the first and second brakes BR1 and BR2, forward 1st to 8th speeds and reverse speeds are formed.

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

  In this case, if the number of teeth of each gear of the first to fourth gear sets PG1 to PG4 is set as shown in FIG. 4, for example, the reduction ratio of each gear and the gear step between the adjacent adjacent gears (the lower gear) (Reduction ratio / upper reduction ratio) is as shown in FIG. 5, and the reduction ratio of each gear stage and the distribution of gear steps among the respective gear stages are appropriately set.

  As shown in FIG. 2, in this automatic transmission 10, the second ring gear R2 of the second gear set PG2 on the outer peripheral side of the second and third gear sets PG2, PG3 arranged in the radial direction, and thereafter Because the fourth ring gear R4 of the fourth gear set PG4 arranged in the direction is always connected, and the first brake BR1 is disposed between the fourth ring gear R4 and the outer peripheral wall 11a of the transmission case 11. In the transmission case 11, a power transmission member for connecting another rotating element to the outer peripheral side of the second to fourth gear sets PG <b> 2 to PG <b> 4, particularly to the outer peripheral side of the second gear set PG <b> 2 that is overlapped in the radial direction. It has a structure that cannot be placed.

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

  Further, in this automatic transmission 10, the second sun gear S2 and the third ring gear R3 in the second and third gear sets PG2, PG3 arranged in the radial direction are integrated, and this also changes the speed. The radial dimension of the machine is shortened.

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

  Further, at the front end portion of the transmission case 11, the input shaft 12 is always connected to the first sun gear S1 of the first gear set PG1, and the drive sprocket 13 is always connected to the first ring gear R1, so that the first gear set PG1 Power transmission members other than the input shaft 12 and the drive sprocket 13 cannot be arranged on the inner peripheral side and the outer peripheral side. Therefore, other power transmissions can also be transmitted to the inner peripheral side and the outer peripheral side of the planetary gear set at this end. The radial dimension of the transmission can be shortened as compared with the member provided with the member.

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

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

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

  As described above, according to the first embodiment of the present invention, the radial dimension and the axial dimension are effectively shortened, and a compact and compact space-saving automatic transmission with eight forward speeds is provided. The automatic transmission 10 excellent in mountability in a limited engine room is realized.

  Further, according to the automatic transmission 10, the first and second clutches sandwiched between the first gear set PG1 and the second and third gear sets PG2 and PG3 at the intermediate portion in the axial direction in the transmission case 10. Hydraulic pressure can be supplied to CL1 and CL2 directly from the intermediate wall 11b and the first cylindrical portion 11c of the transmission case 11, and sandwiched between the second and third gear sets PG2 and PG3 and the fourth gear set PG4. The hydraulic pressure can be supplied to the third clutch CL3 directly from the rear wall 11d of the transmission case 11 and the second cylindrical portion 11f.

  Therefore, the configuration of the hydraulic pressure supply oil passages a, b, and c to the clutches CL1 to CL3 is simplified as compared with a configuration in which hydraulic pressure is supplied via an input shaft passing through the inside of the planetary gear set and other rotating members. In addition, an increase in the size of the transmission due to a complicated oil path configuration and a decrease in the response of the hydraulic pressure supply are suppressed.

  Incidentally, as described above, the drive sprocket 13 is connected to the first ring gear R1 instead of the first sun gear S1 and the first carrier C1, and specifically, integrated on the outer peripheral side of the first ring gear R1. Has been. Thus, the drive sprocket 13 is disposed at substantially the same position as the first gear set PG1 in the axial direction. However, as long as the drive sprocket 13 is arranged so as to overlap the first gear set PG1 in the axial direction, the drive sprocket 13 may be displaced in the axial direction with respect to the first gear set PG1.

  The drive sprocket 13 and the first gear set PG1 thus overlap in the axial direction, so that the chain 20 can be disposed so as to surround the first gear set PG1. Therefore, for example, when the drive sprocket 13 is connected to the first carrier C1 or the first sun gear S1, the drive sprocket 13 and the first gear set PG1 must be arranged side by side in the axial direction. According to the first embodiment of the present invention, since the drive sprocket 13 is disposed on the radially outer side of the first gear set PG1, the axial dimension of the automatic transmission 10 can be shortened. Thereby, the horizontal automatic transmission 10 excellent in in-vehicle performance is realized.

  Further, according to the first embodiment of the present invention, since the chain drive system is adopted for power transmission from the automatic transmission 10 to the differential device 3, the shaft center of the automatic transmission 10 and the shaft center of the differential device 3 are There is no need to provide an intermediate transmission mechanism including an intermediate shaft or a gear on the intermediate shaft, and by omitting the intermediate transmission mechanism, the space around the first gear set PG1 can be saved and the structure can be simplified. Can do.

  As shown in FIGS. 1 and 2, in the first embodiment of the present invention, the drive sprocket 13 and the first ring gear R1 are rotatably supported on the inner peripheral side of the first cylindrical portion 11c via a bearing 14. Yes. Thus, in the axial direction, the drive sprocket 13 and the first ring gear R1 are supported by the first cylindrical portion 11c disposed relatively close to the cylindrical support portion 11g that supports the input shaft 12 via the bearing 19. As a result, the first gear set PG1 can be effectively tilted, and hence the displacement of the drive sprocket 13 can be effectively suppressed, whereby the power transmission by the chain 20 can be maintained well.

  However, the support structure of the drive sprocket 13 and the first ring gear R1 is not limited to this. For example, as shown in FIG. 6, a third cylindrical portion 11e extending forward from the inner peripheral portion of the intermediate wall 11b is provided. The drive sprocket 13 and the first ring gear R1 may be supported on the outer peripheral side of the third cylindrical portion 11e via the bearing 34. Further, as shown in FIG. 7, the drive sprocket 13 and the first ring gear R1 are supported from both sides in the axial direction via bearings 34 and 36, for example, by a fourth cylindrical portion 11e and a cylindrical support portion 11g. In this case, the fall of the first gear set PG1 and the displacement of the drive sprocket 13 can be more reliably suppressed.

  Next, an automatic transmission 100 according to the second embodiment of the present invention shown in FIG. 6 will be described. This automatic transmission 100 is for a hybrid vehicle having an engine and a motor as drive sources, and has an axial center. The input shaft 12 ′ disposed above extends from the engine E side (front side) to the non-engine side (rear side), passes through the second cylindrical portion 11 f of the transmission case 11, and is located behind the transmission case 11. It protrudes.

  Then, a motor M is connected to the end thereof, so that the power of the engine E and / or the power of the motor M can be input to the input shaft 12 '.

  The other configuration is exactly the same as that of the automatic transmission 10 according to the first embodiment. Therefore, according to the second embodiment, as a horizontally-advanced 8-stage forward automatic transmission for a hybrid vehicle, an in-vehicle The automatic transmission 100 with excellent performance is realized.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  As described above, according to the present invention, for example, a multi-stage automatic transmission having a multi-stage configuration such as eight forward stages, which has excellent in-vehicle performance, is realized. There is a possibility of being suitably used in the field of vehicle manufacturing technology.

3 Differential device 10, 100 Automatic transmission 11 Transmission case 12 Input member (input shaft)
13 Output member (drive sprocket)
20 Chain 23 Driven sprocket PG1 1st planetary gear set PG2 2nd planetary gear set PG3 3rd planetary gear set PG4 4th planetary gear set CL1 to CL3 1st to 3rd clutches BR1, BR2 1st and 2nd brakes

Claims (4)

A horizontal automatic transmission in which a plurality of planetary gear sets, a plurality of frictional engagement elements, an input member, and an output member are arranged on an axis extending in the vehicle body width direction in the transmission case,
The plurality of planetary gear sets are a single-pinion type first planetary gear set, a single-pinion type second planetary gear set, a single-pinion type third planetary gear set, and a double-pinion type fourth planetary gear set,
The plurality of frictional engagement elements are a first clutch, a second clutch, a third clutch, a first brake and a second brake,
The sun gear of the first planetary gear set and the carrier of the third planetary gear set are always connected,
The sun gear of the second planetary gear set and the ring gear of the third planetary gear set are always connected,
The sun gear of the third planetary gear set and the carrier of the fourth planetary gear set are always connected,
The input member is always connected to a sun gear of the first planetary gear set and a carrier of the third planetary gear set;
The output member is always connected to the ring gear of the first planetary gear set,
The first clutch connects and disconnects the carrier of the first planetary gear set and the carrier of the second planetary gear set;
The second clutch connects and disconnects the carrier of the first planetary gear set, the sun gear of the second planetary gear set, and the ring gear of the third planetary gear set;
The third clutch connects and disconnects the carrier of the second planetary gear set and the carrier of the fourth planetary gear set;
The first brake connects and disconnects the ring gear of the second planetary gear set and the ring gear of the fourth planetary gear set and the transmission case,
The second brake connects and disconnects the sun gear of the fourth planetary gear set and the transmission case,
The first planetary gear set is disposed closer to one end side in the axial direction than the second planetary gear set, the third planetary gear set, and the fourth planetary gear set,
The sun gear of the first planetary gear set is connected to a drive source via the entering-force member,
A ring gear of the first planetary gear set is connected to the differential unit via the front Kide force member,
The output member is a drive sprocket connected to the differential device by a chain wound around a driven sprocket provided in the differential device;
The automatic transmission is characterized in that the drive sprocket is arranged on the outer peripheral side of the first planetary gear set so as to overlap the gear set in the axial direction and is always connected to a ring gear of the first planetary gear set. The second and third planetary gear sets are arranged in the radial direction with the former as the outer peripheral side and the latter as the inner peripheral side,
The automatic transmission according to claim 1, wherein a sun gear of the second planetary gear set and a ring gear of the third planetary gear set are integrated. The first and second clutches are disposed between the first planetary gear set and the second and third planetary gear sets,
An intermediate wall is provided in the transmission case so as to be positioned between the first planetary gear set and the first and second clutches,
3. The automatic transmission according to claim 1, wherein hydraulic oil supply passages to the first and second clutches are provided so as to communicate with the clutches from the intermediate wall, respectively. The third clutch is disposed between the second and third planetary gear sets and the fourth planetary gear set,
The transmission case is provided with a cylindrical portion provided on an end wall opposite to the one end in the axial direction and extending on the axis toward the one end .
4. The automatic transmission according to claim 1, wherein a hydraulic pressure supply oil passage to the third clutch is provided so as to communicate with the clutch from the cylindrical portion. 5.

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