JP7021890B2 - transmission - Google Patents

Description

The present invention relates to a transmission.

In a power transmission system in a vehicle or the like, torsional vibration, which is vibration in the torsional direction of a rotating body, may occur. Specifically, in the power transmission system that transmits the power output from the engine to the drive wheels of the vehicle, torsional vibration may occur due to fluctuations in the engine rotation speed (hereinafter referred to as rotation fluctuations). Therefore, a technique for attenuating the torsional vibration in the power transmission system has been proposed.

For example, Patent Document 1 discloses a technique of interposing a torsion damper device that attenuates torsional vibration transmitted to at least one input / output shaft provided in a drive system to the input / output shaft. Specifically, in the torsion damper device, a first rotating member and a second rotating member disposed coaxially with the first rotating member are provided, and both rotating members are relatively spirally moved in the axial direction. Damping of torsional vibration is realized by freely connecting and interposing a spring member that generates thrust rigidity between both rotating members and transmits rotational torque from one rotating member to the other rotating member.

Japanese Unexamined Patent Publication No. 2006-090472

By attenuating the torsional vibration in the power transmission system, for example, the noise transmitted to the vehicle interior due to the torsional vibration can be reduced. Therefore, it is desired to attenuate the torsional vibration in the power transmission system in a vehicle or the like.

However, in the conventional technique, as in the technique disclosed in Patent Document 1, the power transmission system can be enlarged by additionally providing a damper device in the power transmission system. As a result, there may be insufficient space for mounting other devices in the vehicle. In addition, the increase in size of the power transmission system may increase the weight of the entire vehicle, resulting in deterioration of fuel efficiency.

Therefore, the present invention has been made in view of the above problems, and an object of the present invention is a new and improved method capable of damping torsional vibration while suppressing an increase in the size of a power transmission system. Is to provide a transmission that has been made.

In order to solve the above problems, according to a certain aspect of the present invention, a plurality of rotating elements for transmitting power and a plurality of connecting mechanisms capable of switching the connected state between the rotating element and other elements are provided. , A transmission that shifts and outputs the input power at a speed change stage according to the connection state of the plurality of connection mechanisms, and at least one of the plurality of connection mechanisms is pressed against each other. A pendulum that includes a plurality of friction plates engaged with by, and at least one of the plurality of friction plates to be pressed is a pendulum capable of swinging in the rotational direction of the friction plate with respect to other parts of the friction plate. A portion is formed, and when the connecting mechanism in which the pendulum portion is formed is open, the pendulum portion is not pressed by the friction plate facing the pendulum portion, and the pendulum portion is formed. When the connecting mechanism is fastened, a transmission is provided which is in a state of being pressed by a friction plate facing the pendulum portion .

The pendulum portion is provided with a pair of arcuate groove portions provided at intervals in the rotation direction, and the pendulum portion is formed by a pair of pins inserted through the pair of groove portions to form the other in the friction plate. It may be supported freely with respect to the portion of.

In order to solve the above problems, according to a certain aspect of the present invention, a plurality of rotating elements for transmitting power and a plurality of connecting mechanisms capable of switching the connected state between the rotating element and other elements are provided. , A transmission that shifts and outputs the input power at a speed change stage according to the connection state of the plurality of connection mechanisms, and at least one of the plurality of connection mechanisms is pressed against each other. A pendulum that includes a plurality of friction plates engaged by, and at least one of the plurality of friction plates to be pressed is a pendulum that can swing in the rotational direction of the friction plate with respect to other parts of the friction plate. Provided is a transmission in which a portion is formed and the pendulum portion is formed in preference to the coupling mechanism that is opened at a high shift stage among the plurality of coupling mechanisms.

In order to solve the above problems, according to a certain aspect of the present invention, a plurality of rotating elements for transmitting power and a plurality of connecting mechanisms capable of switching the connected state between the rotating element and other elements are provided. , A transmission that shifts and outputs the input power at a speed change stage according to the connection state of the plurality of connection mechanisms, and at least one of the plurality of connection mechanisms is pressed against each other. A pendulum that includes a plurality of friction plates engaged with the friction plate, and the pressed portion of at least one of the plurality of friction plates is capable of swinging in the rotational direction of the friction plate with respect to other parts of the friction plate. A transmission is provided in which a portion is formed and the pendulum portion is formed in preference to the pressed portion of the friction plate having a large mass among the plurality of friction plates.

As described above, according to the present invention, it is possible to attenuate the torsional vibration while suppressing the increase in size of the power transmission system.

It is a skeleton diagram which shows an example of the schematic structure of the transmission which concerns on embodiment of this invention. It is sectional drawing which shows an example of the schematic structure of the transmission which concerns on the same embodiment. It is explanatory drawing which shows the fastening state of each connection mechanism for each shift stage in the transmission which concerns on the same embodiment. It is sectional drawing which shows an example of the structure around the retaining plate of the direct clutch which concerns on the same embodiment. It is a front view which shows an example of the structure of the retaining plate of the direct clutch which concerns on the same embodiment. It is a front view which shows an example of the state of the retaining plate of the direct clutch in the state which the direct clutch which concerns on the same embodiment is open. It is sectional drawing which shows an example of the structure around the friction plate in which the pendulum part is formed when the pendulum part is formed in the forward brake.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present specification and the drawings, components having substantially the same functional configuration are designated by the same reference numerals, so that duplicate description will be omitted. Further, in the present specification and the drawings, a plurality of components having substantially the same functional configuration may be distinguished by adding different alphabets after the same reference numerals. However, when it is not necessary to particularly distinguish each of the plurality of components having substantially the same functional configuration, only the same reference numerals are given to each of the plurality of components.

<1. Outline of transmission>
The outline of the transmission 1 according to the present embodiment will be described.

(Constitution)
First, a schematic configuration of the transmission 1 according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a skeleton diagram showing an example of a schematic configuration of a transmission 1 according to the present embodiment. FIG. 2 is a cross-sectional view showing an example of a schematic configuration of the transmission 1 according to the present embodiment.

The transmission 1 includes a plurality of rotating elements for transmitting power and a plurality of connecting mechanisms capable of switching the connection state between the rotating element and other elements, and the input power is connected to the plurality of connecting mechanisms. It is a transmission that shifts and outputs at the shift stage according to the state. For example, the transmission 1 is mounted on a vehicle and is applied to a power transmission system that transmits power output from the engine 3 to the drive wheels of the vehicle. Specifically, as shown in FIG. 1, the transmission 1 is connected to the engine 3 via the torque converter 2, and the power output from the engine 3 is the input shaft of the transmission 1 via the torque converter 2. It is transmitted to 111.

The torque converter 2 includes, for example, a pump impeller 22 connected to the crankshaft 31 of the engine 3 via a front cover 23, and a turbine liner 21 facing the pump impeller 22 and connected to the input shaft 111. Hydraulic oil is supplied to the torque converter 2, and the power output from the engine 3 is transmitted from the pump impeller 22 to the turbine liner 21 via the hydraulic oil. Further, a lockup clutch 24 that directly connects the crankshaft 31 of the engine 3 and the input shaft 111 is provided in the torque converter 2.

When the lockup clutch 24 is open (in other words, the lockup of the torque converter 2 is released), the power output from the engine 3 is transmitted to the transmission 1 side via the hydraulic oil. .. As a result, the torsional vibration caused by the rotational fluctuation of the engine 3 is suppressed from being directly transmitted to the transmission 1. On the other hand, when the lockup clutch 24 is engaged (in other words, the torque converter 2 is locked up), the power output from the engine 3 is directly transmitted to the transmission 1 side. As a result, the torsional vibration caused by the rotational fluctuation of the engine 3 is directly transmitted to the transmission 1.

As shown in FIG. 1, for example, the transmission 1 includes an input shaft 111, an output shaft 112, a front planetary gear PG1, a mid planetary gear PG2, a rear planetary gear PG3, a reverse brake B1, a front brake B2, and the like. It includes a forward brake B3, an input clutch C1, a high & low reverse clutch C2, a direct clutch C3, a first one-way clutch F1, and a second one-way clutch F2.

The input shaft 111 is a shaft to which power is input. For example, as described above, the power output from the engine 3 is input to the input shaft 111.

The output shaft 112 is a shaft that outputs the transmitted power. For example, the output shaft 112 is connected to the drive wheels via an auxiliary transmission and a differential device when the transmission 1 is used as the main transmission. In this case, the power output from the output shaft 112 is transmitted to the drive wheels via the differential device after being shifted by the auxiliary transmission.

The front planetary gear PG1, the mid planetary gear PG2, and the rear planetary gear PG3 are planetary gear mechanisms provided in the case 120 and provided with a sun gear, a carrier, and a ring gear as rotating elements for transmitting power. In the case 120, the three planetary gear mechanisms are arranged concentrically in the order of the front planetary gear PG1, the mid planetary gear PG2, and the rear planetary gear PG3.

Specifically, each planetary gear mechanism is a single pinion type planetary gear mechanism. The rotation speeds of the sun gear, carrier, and ring gear of each planetary gear mechanism are in a linear relationship on the collinear diagram. When the ratio of the rotation speed of the ring gear to the rotation speed of the sun gear when the carrier is fixed is taken as the gear ratio of the planetary gear mechanism, the gear ratio of the planetary gear mechanism is obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear. It becomes the obtained value. In each planetary gear mechanism, the gear ratio of each planetary gear mechanism can be set to a desired gear ratio by appropriately setting the number of teeth of the ring gear and the number of teeth of the sun gear. Thereby, the gear ratio for each shift stage in the transmission 1 can be set to a desired value.

The front planetary gear PG1 rotates and revolves around the front sun gear S1, the front ring gear R1 arranged concentrically with respect to the front sun gear S1, and a plurality of pinion gears that mesh with the front sun gear S1 and the front ring gear R1. It is equipped with a carrier CA1.

The mid planetary gear PG2 is a mid that supports the mid sun gear S2, the mid ring gear R2 concentrically arranged on the outer peripheral side with respect to the mid sun gear S2, and a plurality of pinion gears that mesh with the mid sun gear S2 and the mid ring gear R2 so as to rotate and revolve. It is equipped with a carrier CA2.

The rear planetary gear PG3 includes a rear sun gear S3, a rear ring gear R3 arranged concentrically with respect to the rear sun gear S3, and a rear carrier CA3 that rotates and revolves a plurality of pinion gears that mesh with the rear sun gear S3 and the rear ring gear R3. To prepare for.

In the transmission 1, some of the rotating elements of the planetary gear mechanism are connected to other elements. The other element may include an input shaft 111 and an output shaft 112 in addition to the rotating element of the planetary gear mechanism.

The front carrier CA1 is connected to the rear ring gear R3. Therefore, the rotation speeds of the front carrier CA1 and the rear ring gear R3 are the same.

The front ring gear R1 is connected to the input shaft 111. Therefore, the rotation speeds of the front ring gear R1 and the input shaft 111 are the same.

The mid carrier CA2 is connected to the output shaft 112. Therefore, the rotation speeds of the mid carrier CA2 and the output shaft 112 are the same.

The mid ring gear R2 is connected to the rear carrier CA3. Therefore, the rotation speeds of the mid ring gear R2 and the rear carrier CA3 are the same.

The reverse brake B1, the front brake B2, the forward brake B3, the input clutch C1, the high & low reverse clutch C2, the direct clutch C3, the first one-way clutch F1 and the second one-way clutch F2 are the rotating elements and other elements of the planetary gear mechanism. It is a connection mechanism that can switch the connection state with.

Each brake can switch the connection state between the rotating element of the planetary gear mechanism and the case 120. As the brake, for example, a wet multi-plate brake including a plurality of friction plates engaged by being pressed against each other is used. In this case, the brake may specifically include a plurality of friction plates and a brake drum and a brake hub to which the plurality of friction plates are fixed. By controlling the hydraulic pressure supplied to the brake, the brake is engaged or released. When the brake is fastened, the rotating element of the planetary gear mechanism and the case 120 are connected to each other, and the rotating element of the planetary gear mechanism is fixed to the case 120. Specifically, the brake is fastened by the plurality of friction plates in the brake being pressed against each other and engaged with each other. On the other hand, when the brake is released, the connection between the rotating element of the planetary gear mechanism and the case 120 is released, and the fixing of the rotating element of the planetary gear mechanism to the case 120 is released.

The reverse brake B1 can switch the connection state between the rear carrier CA3 and the case 120. By fastening the reverse brake B1, the rear carrier CA3 is fixed to the case 120. On the other hand, when the reverse brake B1 is released, the rear carrier CA3 is released from being fixed to the case 120.

The front brake B2 can switch the connection state between the front sun gear S1 and the case 120. By fastening the front brake B2, the front sun gear S1 is fixed to the case 120. On the other hand, when the front brake B2 is released, the fixing of the front sun gear S1 to the case 120 is released.

Further, a second one-way clutch F2 is provided in parallel with the front brake B2 between the front sun gear S1 and the case 120. The second one-way clutch F2 can transmit power only in one direction. When the second one-way clutch F2 is activated, the front sun gear S1 is fixed to the case 120. On the other hand, when the second one-way clutch F2 is inactive, the front sun gear S1 is released from being fixed to the case 120.

The forward brake B3 can switch the connection state between the mid sun gear S2 and the case 120. By fastening the forward brake B3, the mid sun gear S2 is fixed to the case 120. On the other hand, when the forward brake B3 is released, the fixing of the mid sun gear S2 to the case 120 is released.

Each clutch can switch the connection state between the rotating element of the planetary gear mechanism and other rotating elements. The other rotating element may include an input shaft 111 in addition to the rotating element of the planetary gear mechanism. As the clutch, for example, a wet multi-plate clutch including a plurality of friction plates engaged by being pressed against each other is used. In this case, the clutch may specifically include a plurality of friction plates and a clutch drum and a clutch hub to which the plurality of friction plates are fixed. By controlling the hydraulic pressure supplied to the clutches, each clutch is engaged or disengaged. When the clutch is engaged, the rotating element of the planetary gear mechanism and the other rotating elements are connected to each other, and the rotation speeds of the rotating element of the planetary gear mechanism and the other rotating elements match. Specifically, the clutch is engaged by the plurality of friction plates in the clutch being pressed against each other and engaged with each other. On the other hand, when the clutch is disengaged, the connection between the rotating element of the planetary gear mechanism and the other rotating elements is released, and the power is transmitted between the rotating element of the planetary gear mechanism and the other rotating elements. Is blocked.

The input clutch C1 can switch the connection state between the front ring gear R1 and the input shaft 111 and the mid ring gear R2. By engaging the input clutch C1, the rotation speeds of the front ring gear R1 and the input shaft 111 and the mid ring gear R2 match. On the other hand, when the input clutch C1 is released, the transmission of power between the front ring gear R1 and the input shaft 111 and the mid ring gear R2 is cut off.

The high & low reverse clutch C2 can switch the connection state between the mid sun gear S2 and the rear sun gear S3. By engaging the high & low reverse clutch C2, the rotation speeds of the mid sun gear S2 and the rear sun gear S3 match. On the other hand, when the high & low reverse clutch C2 is released, the transmission of power between the mid sun gear S2 and the rear sun gear S3 is cut off.

Further, between the mid sun gear S2 and the rear sun gear S3, a first one-way clutch F1 is provided in parallel with the high & low reverse clutch C2. The first one-way clutch F1 can transmit power only in one direction. When the first one-way clutch F1 operates, the rotation speeds of the mid sun gear S2 and the rear sun gear S3 match. On the other hand, when the first one-way clutch F1 is inactive, the transmission of power between the mid sun gear S2 and the rear sun gear S3 is cut off.

The direct clutch C3 can switch the connection state between the rear sun gear S3 and the rear carrier CA3. By engaging the direct clutch C3, the rotation speeds of the rear sun gear S3 and the rear carrier CA3 match. On the other hand, when the direct clutch C3 is released, the transmission of power between the rear sun gear S3 and the rear carrier CA3 is cut off.

Hereinafter, a more specific arrangement of each component in the transmission 1 will be described with reference to FIG. In the following, the axial direction of each planetary gear mechanism is also simply referred to as an axial direction, and the radial direction of each planetary gear mechanism is also simply referred to as a radial direction. Further, in the axial direction, the side where the input shaft 111 is provided with respect to the output shaft 112 is also referred to as an input side, and the side where the output shaft 112 is provided with respect to the input shaft 111 is also referred to as an output side.

The input shaft 111 is inserted through the inner peripheral side of the front sun gear S1 and extends radially outward between the front planetary gear PG1 and the mid planetary gear PG2 and is connected to the front ring gear R1.

The tubular body portion 132 is arranged on the outer peripheral side with respect to the mid ring gear R2, and the tubular body portion 132 is connected to the input shaft 111. A plurality of friction plates are provided between the tubular body portion 132 and the mid ring gear R2, with the inner peripheral portion of the tubular body portion 132 as a clutch drum and the outer peripheral portion of the mid ring gear R2 as a clutch hub. The input clutch C1 is configured to include the plurality of friction plates. The piston portion 152 for driving the input clutch C1 is arranged side by side with respect to the mid planetary gear PG2 on the input side.

A tubular body portion 131 is arranged on the input side with respect to the front planetary gear PG1, and the tubular body portion 131 is connected to the front sun gear S1. The case 120 is formed with a tubular body portion 137 arranged on the outer peripheral side with respect to the tubular body portion 131. A plurality of friction plates are provided between the tubular body portion 137 and the tubular body portion 131 with the inner peripheral portion of the tubular body portion 137 as a brake drum and the outer peripheral portion of the tubular body portion 131 as a brake hub. The front brake B2 is configured to include the plurality of friction plates. The piston portion 151 for driving the front brake B2 is arranged side by side with respect to the front brake B2 on the input side.

Further, the case 120 is formed with a tubular body portion 138 arranged on the inner peripheral side with respect to the front sun gear S1. The second one-way clutch F2 is provided between the front sun gear S1 and the tubular body portion 138.

The input side of the front carrier CA1 is connected to the rear ring gear R3 via the front ring gear R1 and the outer peripheral side of the tubular body portion 132.

The output side of the mid ring gear R2 is connected to the input side of the rear carrier CA3.

The input side of the mid carrier CA2 is connected to the output shaft 112 via between the front planetary gear PG1 and the mid planetary gear PG2.

The mid sun gear S2 is connected to the end of the hollow shaft 113 which is arranged on the outer peripheral side with respect to the output shaft 112 and is inserted into the inner peripheral side of the rear sun gear S3.

The first one-way clutch F1 is provided between the rear sun gear S3 and the hollow shaft 113.

A tubular body portion 135 is arranged on the outer peripheral side of the hollow shaft 113 on the output side of the rear planetary gear PG3, and the tubular body portion 135 is connected to the hollow shaft 113. Further, the tubular body portion 134 is arranged on the outer peripheral side with respect to the tubular body portion 135, and the tubular body portion 134 is connected to the output side of the rear sun gear S3. A plurality of friction plates are provided between the tubular body portion 134 and the tubular body portion 135 with the inner peripheral portion of the tubular body portion 134 as a clutch drum and the outer peripheral portion of the tubular body portion 135 as a clutch hub. The high & low reverse clutch C2 includes the plurality of friction plates. The piston portion 154 that drives the high & low reverse clutch C2 is arranged side by side with respect to the tubular body portion 135 on the output side.

The tubular body portion 190 is arranged on the outer peripheral side with respect to the tubular body portion 134, and the tubular body portion 190 is connected to the output side of the rear carrier CA3. Specifically, an extending portion 170 extending in the radial direction is provided on the output side of the rear carrier CA3, and the outer peripheral portion of the extending portion 170 and the end portion on the input side of the tubular portion 190 are connected to each other. .. The tubular body portion 190 extends from the outer peripheral side of the tubular body portion 134 toward the output side. A plurality of friction plates are provided between the input side portion of the tubular body portion 190 and the tubular body portion 134 with the inner peripheral portion of the tubular body portion 190 as a clutch drum and the outer peripheral portion of the tubular body portion 134 as a clutch hub. .. The direct clutch C3 is configured to include the plurality of friction plates. The piston portion 153 that drives the direct clutch C3 is arranged side by side with respect to the piston portion 154 on the output side.

In the transmission 1 according to the present embodiment, in order to suppress the increase in size of the power transmission system and attenuate the torsional vibration, at least one of the plurality of friction plates in at least one of the plurality of connecting mechanisms is covered. The pressing portion is formed with a pendulum portion that can be oscillated in the rotational direction of the friction plate with respect to other portions of the friction plate. For example, in the transmission 1, a pendulum portion is formed on the pressed portion of the retaining plate 180 in the direct clutch C3. The retaining plate 180 is a plate located on the end side of the plurality of friction plates in the continuous direction of the plurality of friction plates. The retaining plate 180 of the direct clutch C3 will be described in detail later.

A plurality of friction plates are provided between the case 120 and the output side portion of the tubular body portion 190, with the inner peripheral portion of the case 120 as a brake drum and the outer peripheral portion of the tubular body portion 190 as a brake hub. The reverse brake B1 is configured to include the plurality of friction plates. The piston portion 155 that drives the reverse brake B1 is arranged side by side with respect to the piston portion 153 on the output side.

A tubular body portion 136 is arranged on the outer peripheral side of the hollow shaft 113 on the output side of the piston portion 155, and the tubular body portion 136 is connected to the hollow shaft 113. A plurality of friction plates are provided between the case 120 and the tubular body portion 136, with the inner peripheral portion of the case 120 as a brake drum and the outer peripheral portion of the tubular body portion 136 as a brake hub. The forward brake B3 is configured to include the plurality of friction plates. The piston portion 156 that drives the forward brake B3 is arranged side by side with respect to the tubular body portion 136 on the output side.

(motion)
Next, the operation of the transmission 1 according to the present embodiment will be described with reference to FIG. FIG. 3 is an explanatory diagram showing a fastening state of each connecting mechanism for each transmission stage in the transmission 1 according to the present embodiment.

In the transmission 1, the transmission stage is switched by switching the fastening state of each connecting mechanism. As a result, the gear ratio of the transmission 1 is switched to the gear ratio according to the shift stage. The fastening state of each connecting mechanism is controlled according to the traveling state of the vehicle by, for example, a control device mounted on the vehicle.

In FIG. 3, ○ indicates that the corresponding clutch or brake is engaged, ◎ indicates that the corresponding one-way clutch is involved in torque transmission only when the transmission 1 is driven to transmit power, and ◇ mark. Indicates that the corresponding one-way clutch is involved in torque transmission only when traveling on the coast, and the Δ indicates that the corresponding clutch or brake is involved in torque transmission only when traveling on the coast.

In the first forward speed stage (1st), the forward brake B3 is engaged and the first one-way clutch F1 is activated. As a result, the mid sun gear S2 and the rear sun gear S3 are fixed to the case 120. Further, by operating the second one-way clutch F2, the front sun gear S1 is fixed to the case 120. Therefore, the power input to the input shaft 111 is transmitted in order to the front ring gear R1, the front carrier CA1, the rear ring gear R3, the rear carrier CA3, the mid ring gear R2, and the mid carrier CA2, and is output to the output shaft 112.

In the forward second speed stage (2nd), the direct clutch C3 is engaged with the forward first speed stage (1st), and the first one-way clutch F1 is deactivated. As a result, the rear sun gear S3 rotates integrally with the rear carrier CA3. Therefore, the power input to the input shaft 111 is accelerated as compared with the forward first speed stage (1st) and output to the output shaft 112.

In the forward third speed stage (3rd), the forward brake B3 is released and the high & low reverse clutch C2 is engaged with respect to the forward second speed stage (2nd). As a result, the mid sun gear S2 rotates integrally with the rear sun gear S3. Therefore, the power input to the input shaft 111 is accelerated as compared with the forward second speed stage (2nd) and output to the output shaft 112.

In the forward 4th speed (4th), the input clutch C1 is engaged with the forward 3rd speed (3rd), and the 2nd one-way clutch F2 is deactivated. As a result, the rotation speeds of the mid ring gear R2 and the mid sun gear S2 match the rotation speeds of the input shaft 111. Therefore, the rotation speeds of the input shaft 111 and the output shaft 112 match, and the gear ratio becomes 1.0.

In the 5th forward speed (5th), the direct clutch C3 is released and the front brake B2 is engaged with respect to the 4th forward speed (4th). As a result, the transmission of power between the rear sun gear S3 and the rear carrier CA3 is cut off, and the front sun gear S1 is fixed to the case 120. Therefore, the power input to the input shaft 111 is accelerated as compared with the forward fourth speed stage (4th) and output to the output shaft 112.

In the reverse stage (Rev), the reverse brake B1 is engaged. As a result, the rear carrier CA3 is fixed to the case 120. Further, by operating the first one-way clutch F1, the mid sun gear S2 and the rear sun gear S3 rotate integrally. Further, by operating the second one-way clutch F2, the front sun gear S1 is fixed to the case 120. Therefore, the power input to the input shaft 111 is reversed in the rotation direction and is output to the output shaft 112.

In this way, the transmission 1 can realize 5 forward speeds and 1 reverse speed.

<2. Direct clutch retaining plate ＞
Subsequently, the retaining plate 180 of the direct clutch C3 in the transmission 1 according to the present embodiment will be described.

(Constitution)
First, the configuration of the retaining plate 180 of the direct clutch C3 according to the present embodiment will be described with reference to FIGS. 4 and 5. FIG. 4 is a cross-sectional view showing an example of the configuration around the retaining plate 180 of the direct clutch C3 according to the present embodiment. Specifically, FIG. 4 corresponds to a partially enlarged view of FIG. FIG. 5 is a front view showing an example of the configuration of the retaining plate 180 of the direct clutch C3 according to the present embodiment. Specifically, FIG. 5 is a view of the retaining plate 180 as viewed from the output side in the axial direction.

The retaining plate 180 includes, for example, a main body portion 181, a pendulum portion 183, and a pin 185. The main body portion 181 is annular and is fixed to the tubular body portion 190 at the outer peripheral portion. An annular protrusion 182 that protrudes toward the output side in the axial direction is provided on the outer peripheral portion of the main body 181. The pendulum portion 183 is provided on the inner peripheral side of the annular protrusion 182.

The pendulum portion 183 is provided with a pair of arcuate groove portions 184 provided at intervals in the rotation direction of the retaining plate 180. Specifically, as shown in FIG. 5, the groove portion 184 is formed in an arc shape in which the central side in the circumferential direction is curved so as to be closer to the inner side in the radial direction as compared with the end side in the circumferential direction. On the other hand, the main body portion 181 is provided with a pair of through holes 186 at positions corresponding to the pair of groove portions 184. The pendulum portion 183 is attached to the main body portion 181 by inserting the pair of pins 185 into the pair of through holes 186 of the main body portion 181 and the pair of groove portions 184 of the pendulum portion 183. Both ends 189 of the pin 185 have a larger diameter compared to the portion between the ends 189. As a result, the pendulum portion 183 is prevented from falling off from the retaining plate 180. Specifically, a diameter-expanded portion 188 having a larger diameter than the other portions is formed at the end of the groove portion 184 on the output side in the axial direction of the pendulum portion 183, and the end of the pin 185 on the output side in the axial direction. The portion 189 is provided on the inner peripheral side of the enlarged diameter portion 188. As a result, the output-side end face of the pin 185 can be located on the input side of the output-side end face of the pendulum unit 183.

The pendulum portion 183 is oscillatedly supported by a pair of pins 185 inserted through the pair of arcuate groove portions 184 with respect to the main body portion 181 as another portion of the retaining plate 180. As a result, the pendulum portion 183 can swing in the rotation direction of the retaining plate 180 with respect to the main body portion 181 as another portion of the retaining plate 180.

Although one pendulum portion 183 is shown in FIG. 5, a plurality of pendulum portions 183 may be provided on the retaining plate 180. In that case, for example, the plurality of pendulum portions 183 are provided at intervals in the rotation direction of the retaining plate 180.

As described above, the retaining plate 180 is fixed to the inner peripheral portion of the tubular body portion 190 as the clutch drum of the direct clutch C3. Here, as shown in FIG. 4, a plurality of friction plates 161 are fixed to the inner peripheral portion of the tubular body portion 190 in addition to the retaining plate 180. The retaining plate 180 and the plurality of friction plates 161 are arranged side by side at intervals in the axial direction. For example, FIG. 4 shows a friction plate 161a juxtaposed to the output side with respect to the retaining plate 180 and a friction plate 161b juxtaposed to the output side with respect to the friction plate 161a.

On the other hand, a plurality of friction plates 162 are fixed to the outer peripheral portion of the tubular body portion 134 as the clutch hub of the direct clutch C3. The plurality of friction plates 162 are arranged side by side at intervals in the axial direction. For example, FIG. 4 shows a friction plate 162a located on the input side most of the plurality of friction plates 162, and a friction plate 162b juxtaposed on the output side with respect to the friction plate 162a. Specifically, the friction plate 162 on the tubular body portion 134 extends radially so that the outer peripheral portion of the friction plate 162 is located radially outward from the inner peripheral portion of the annular protrusion 182 of the main body portion 181. do.

Further, the friction plate 161 on the tubular body portion 190 side and the friction plate 162 on the tubular body portion 134 side are alternately arranged side by side. For example, as shown in FIG. 4, a friction plate 162a is provided between the retaining plate 180 and the friction plate 161a, and a friction plate 162b is provided between the friction plate 161a and the friction plate 161b.

Since the output side portion of the retaining plate 180 faces the friction plate 162a, the portion of the retaining plate 180 on which the pendulum portion 183 is formed corresponds to the pressed portion pressed by the friction plate 162a. In this way, the pendulum portion 183 is formed on the pressed portion of the retaining plate 180. Specifically, in a state where the pendulum portion 183 is pressed by the friction plate 162a, the end face on the output side of the pin 185 does not come into contact with the end face on the input side of the friction plate 162a, and the end face on the output side of the pendulum portion 183 is formed. It may come into contact with the input side end face of the friction plate 162a. As a result, when the pendulum portion 183 is pressed by the friction plate 162a, power transmission via the direct clutch C3 is appropriately realized. Further, in a state where the pendulum portion 183 is pressed by the friction plate 162a, the output side end surface of the annular protrusion 182 of the main body portion 181 may come into contact with the input side end surface of the friction plate 162a. As a result, when the pendulum portion 183 is pressed by the friction plate 162a, the portion on the inner peripheral side of the annular protrusion 182 of the main body portion 181 is suppressed from being excessively deformed.

(motion)
Next, with reference to FIG. 6, the operation of the retaining plate 180 of the direct clutch C3 according to the present embodiment will be described. FIG. 6 is a front view showing an example of the state of the retaining plate 180 of the direct clutch C3 in a state where the direct clutch C3 according to the present embodiment is open.

When the direct clutch C3 is released, the pendulum portion 183 of the retaining plate 180 is not pressed by the friction plate 162a facing the pendulum portion 183. Therefore, the pendulum portion 183 can swing with respect to the main body portion 181 in the rotation direction of the retaining plate 180. Here, when the torsional vibration caused by the rotational fluctuation of the engine 3 is transmitted to the main body portion 181 of the retaining plate 180 via the tubular body portion 190, the pendulum portion 183 rotates relative to the main body portion 181. Can move to. For example, as shown in FIG. 6, the pendulum portion 183 may move in the rotational direction relative to the main body portion 181 so that the pin 185 moves relative to the groove portion 184. In that case, the pendulum portion 183 can move inward in the radial direction by relatively moving the pin 185 from the circumferential center side of the groove portion 184 to the circumferential end side. Here, the centrifugal force acting on the pendulum portion 183 returns the movement of the pendulum portion 183 in the direction of rotation relative to the main body portion 181. As a result, the torsional vibration is damped.

In this way, when the direct clutch C3 is released, the pendulum portion 183 that can swing in the rotational direction of the retaining plate 180 with respect to the main body portion 181 functions as a pendulum type dynamic vibration absorber, also called a pendulum damper. do.

On the other hand, when the direct clutch C3 is engaged, the pendulum portion 183 of the retaining plate 180 is pressed by the friction plate 162a facing the pendulum portion 183. Therefore, the rotation of the retaining plate 180 with respect to the main body portion 181 of the pendulum portion 183 in the rotational direction is restricted. As a result, power transmission via the direct clutch C3 is realized as in the case where the pendulum portion 183 is not formed on the direct clutch C3.

(supplement)
In the above, the configuration of the retaining plate 180 has been specifically described as an example of the friction plate on which the pendulum portion is formed, but the configuration of the friction plate on which the pendulum portion is formed is not limited to such an example. For example, the number, arrangement and shape of the pendulum portions in the friction plate are not particularly limited.

Further, although the example in which the pendulum portion is formed on the retaining plate 180 of the direct clutch C3 has been described above, the friction plate on which the pendulum portion is formed is not limited to such an example. For example, the pendulum portion may be formed on the friction plate different from the retaining plate 180 in the direct clutch C3, or the pendulum portion may be formed on the friction plate in the connection mechanism different from the direct clutch C3. Further, the pendulum portion may be formed in a plurality of connecting mechanisms, or the pendulum portion may be formed in a plurality of friction plates in each connecting mechanism. In other words, at least one of the plurality of friction plates in at least one of the plurality of coupling mechanisms in the transmission 1 is pressed against the pressed portion in the rotation direction of the friction plate with respect to the other portion in the friction plate. It suffices if a pendulum portion that can be moved is formed.

Further, in the transmission 1, the pendulum portion may be formed in preference to the coupling mechanism that is opened at a high shift stage among the plurality of coupling mechanisms. For example, the direct clutch C3 is released at the fifth forward speed (5th), which is the highest speed among the speeds in the transmission 1. Therefore, the pendulum portion may be preferentially formed on the direct clutch C3 as compared with other coupling mechanisms that are opened at a shift stage lower than the fifth forward speed (5th).

Here, the forward brake B3 is released in the forward fifth speed (5th), which is the highest speed among the speeds in the transmission 1, like the direct clutch C3. Therefore, the pendulum portion may be formed in preference to the forward brake B3. FIG. 7 is a cross-sectional view showing an example of the configuration around the friction plate on which the pendulum portion is formed when the pendulum portion is formed on the forward brake B3.

A retaining plate 280 and a plurality of friction plates 261 are fixed to the inner peripheral portion of the case 120 as a brake drum of the forward brake B3. For example, FIG. 7 shows a friction plate 261a juxtaposed on the output side with respect to the retaining plate 280 and a friction plate 261b juxtaposed on the output side with respect to the friction plate 261a. On the other hand, a plurality of friction plates 262 are fixed to the outer peripheral portion of the tubular body portion 136 as the brake hub of the forward brake B3. For example, FIG. 7 shows a friction plate 262a located on the input side most of the plurality of friction plates 262, and a friction plate 262b juxtaposed on the output side with respect to the friction plate 262a.

The friction plate 262a is provided between the retaining plate 280 and the friction plate 261a, and the friction plate 262b is provided between the friction plate 261a and the friction plate 261b. In the forward brake B3, for example, the pendulum portion 203 may be formed on the friction plate 262a located on the input side of the plurality of friction plates 262. The friction plate 262a is fixed to the tubular body portion 136 connected to the mid sun gear S2. As described above, when the pendulum portion is formed on the brake, the pendulum portion is specifically formed on the friction plate on the rotating element side of the planetary gear mechanism. Specifically, the friction plate 261 on the case 120 side is positioned radially inward from the outer peripheral portion of the annular protrusion 202 of the main body 201 described later in the friction plate 262a so that the inner peripheral portion of the friction plate 261 is located. It extends radially.

The friction plate 262a includes, for example, a main body portion 201, a pendulum portion 203, and a pin 205. The main body portion 201 is annular and is fixed to the tubular body portion 136 at the inner peripheral portion. An annular protrusion 202 that protrudes toward the output side in the axial direction is provided on the inner peripheral portion of the main body 201. The pendulum portion 203 is provided on the outer peripheral side of the annular protrusion 202.

The pendulum portion 203 is provided with a pair of arcuate groove portions 204 provided at intervals in the rotation direction of the friction plate 262a. Specifically, the groove portion 204 is formed in an arc shape in which the central side in the circumferential direction is curved so as to be closer to the inner side in the radial direction as compared with the end side in the circumferential direction, similarly to the groove portion 184 described above. Similar to the case where the pendulum portion is formed in the direct clutch C3, the pendulum portion 203 becomes the main body by inserting the pair of pins 205 into the pair of through holes 206 of the main body portion 201 and the pair of groove portions 204 of the pendulum portion 203. It is attached to the portion 201. Both ends 209 of the pin 205 have a larger diameter than the portion between the ends 209. As a result, the pendulum portion 203 is prevented from falling off from the friction plate 262a. Specifically, a diameter-expanded portion 208 having a larger diameter than the other portions is formed at the end of the groove portion 204 on the output side in the axial direction of the pendulum portion 203, and the end of the pin 205 on the output side in the axial direction. The portion 209 is provided on the inner peripheral side of the enlarged diameter portion 208. Further, a diameter-expanded portion 207 having a larger diameter than the other portions is formed at the end portion of the main body portion 201 on the input side in the axial direction of the through hole 206, and the end portion 209 on the input side in the axial direction of the pin 205 is formed. Is provided on the inner peripheral side of the enlarged diameter portion 207. As a result, the output-side end surface of the pin 205 may be located on the input side of the output-side end surface of the pendulum unit 203, and the input-side end surface of the pin 205 may be located on the output side of the input-side end surface of the main body unit 201.

Further, the pendulum portion 203 is oscillatedly supported by a pair of pins 205 inserted through the pair of arcuate groove portions 204 with respect to the main body portion 201 as another portion of the friction plate 262a. As a result, the pendulum portion 203 can swing in the rotation direction of the friction plate 262a with respect to the main body portion 201 as another portion of the friction plate 262a.

When the forward brake B3 is released, the pendulum portion 203 of the friction plate 262a is not pressed by the friction plate 261a facing the pendulum portion 203. Therefore, the pendulum portion 203 can swing in the rotation direction of the friction plate 262a with respect to the main body portion 201, and functions as a pendulum type dynamic vibration absorber, which is also called a pendulum damper. On the other hand, when the forward brake B3 is fastened, the pendulum portion 203 of the friction plate 262a is pressed by the friction plate 261a facing the pendulum portion 203. Therefore, since the friction plate 261a with respect to the main body 201 of the pendulum portion 203 is restricted from swinging in the rotational direction, the power transmission via the forward brake B3 is the same as when the pendulum portion 203 is not formed on the forward brake B3. It will be realized.

Specifically, in a state where the pendulum portion 203 is pressed by the friction plate 261a, the end face on the output side of the pin 205 does not come into contact with the end face on the input side of the friction plate 261a, and the end face on the output side of the pendulum portion 203 is formed. It may come into contact with the input side end face of the friction plate 261a. As a result, when the pendulum portion 203 is pressed by the friction plate 261a, power transmission via the forward brake B3 is appropriately realized. Further, in a state where the pendulum portion 203 is pressed by the friction plate 261a, the end face on the output side of the annular protrusion 202 of the main body portion 201 may come into contact with the end face on the input side of the friction plate 261a. As a result, when the pendulum portion 203 is pressed by the friction plate 261a, the portion of the main body portion 201 on the outer peripheral side of the annular protrusion 202 is suppressed from being excessively deformed.

Further, in the transmission 1, the pendulum portion may be formed preferentially to the pressed portion of the friction plate having a large mass among the plurality of friction plates. For example, the retaining plate has a larger mass than other friction plates. Therefore, of the plurality of friction plates, the pendulum portion may be formed in preference to the pressed portion of the retaining plate.

<3. Effect of transmission>
Subsequently, the effect of the transmission 1 according to the present embodiment will be described.

In the transmission 1 according to the present embodiment, at least one of the plurality of coupling mechanisms includes a plurality of friction plates that are engaged by being pressed against each other. Further, at least one of the plurality of friction plates to be pressed is formed with a pendulum portion capable of swinging in the rotational direction of the friction plate with respect to the other portion of the friction plate. Thereby, when the connecting mechanism in which the pendulum portion is formed is open, the pendulum portion can function as a pendulum type dynamic vibration absorber, which is also called a pendulum damper. Therefore, when the connecting mechanism is open, the torsional vibration transmitted to the transmission 1 due to the rotational fluctuation of the engine 3 can be damped. As a result, it is possible to reduce the noise transmitted to the vehicle interior due to the torsional vibration.

Here, the degree of torsional vibration generated due to the rotation fluctuation of the engine 3 tends to increase as the engine speed decreases. Therefore, when the engine speed is relatively low, by releasing the lockup of the torque converter 2, the torsional vibration is suppressed from being directly transmitted to the transmission 1. In the present embodiment, since the torsional vibration transmitted to the transmission 1 can be attenuated, the lower limit of the engine speed at which the torque converter 2 can be locked up can be lowered. As a result, the region of the engine speed in which the torque converter 2 is locked up can be expanded, so that fuel efficiency can be improved.

Further, in the present embodiment, the pendulum portion formed on the pressed portion of the friction plate in the connecting mechanism functions as a mass body of the pendulum damper. Therefore, the torsional vibration can be damped without additionally providing a damper device in the power transmission system. As a result, the increase in size of the power transmission system is suppressed, so that it is possible to suppress a shortage of space for mounting other devices in the vehicle and an increase in the weight of the entire vehicle.

As described above, according to the transmission 1 according to the present embodiment, it is possible to attenuate the torsional vibration while suppressing the increase in size of the power transmission system.

Further, in the transmission 1 according to the present embodiment, the pendulum portion may be provided with a pair of arcuate groove portions provided at intervals in the rotation direction of the friction plate. Further, the pendulum portion can be oscillatedly supported by a pair of pins inserted through the pair of grooves with respect to other portions of the friction plate. Thereby, it is effectively realized that the pendulum portion can be swung in the rotation direction of the friction plate with respect to other parts of the friction plate.

Further, in the transmission 1 according to the present embodiment, the pendulum portion may be formed in preference to the coupling mechanism that is opened at a high shift stage among the plurality of coupling mechanisms. Since the gear ratio in the transmission 1 is lower as the gear is higher, the engine speed when the vehicle speed is the same for each gear is lower as the gear is higher. Therefore, the higher the shift stage, the more prominent the problem of torsional vibration. Further, when the engine torque is the same for each gear, the drive torque transmitted to the drive wheels becomes smaller as the gear is higher, so that the increase speed of the engine speed tends to be slower as the gear is higher. As a result, the state in which the engine speed is relatively low and the degree of torsional vibration tends to be relatively large is likely to continue for a long time as the shift stage is higher. Therefore, for this reason as well, the higher the shift stage, the more prominent the problem of torsional vibration. Here, by forming the pendulum portion in preference to the connecting mechanism that is opened in the high shift stage, the torsional vibration that may occur in the high shift stage can be preferentially damped. Therefore, the torsional vibration can be damped more effectively.

Further, in the transmission 1 according to the present embodiment, the pendulum portion may be formed preferentially to the pressed portion of the friction plate having a large mass among the plurality of friction plates. In the present embodiment, as described above, the pendulum portion formed in the pressed portion of the friction plate in the connecting mechanism functions as the mass body of the pendulum damper. Therefore, the mass of the pendulum portion corresponding to the mass body of the pendulum damper can be increased by giving priority to the pressed portion of the friction plate having a large mass. Thereby, the effect of attenuating the torsional vibration can be improved.

<4. Conclusion>
As described above, in the transmission 1 according to the present embodiment, at least one of the plurality of connecting mechanisms includes a plurality of friction plates that are engaged by being pressed against each other. Further, at least one of the plurality of friction plates to be pressed is formed with a pendulum portion capable of swinging in the rotational direction of the friction plate with respect to the other portion of the friction plate. Thereby, when the connecting mechanism in which the pendulum portion is formed is open, the pendulum portion can function as a pendulum type dynamic vibration absorber, which is also called a pendulum damper. Here, the pendulum portion formed in the pressed portion of the friction plate in the connecting mechanism functions as the mass body of the pendulum damper. Therefore, it is possible to attenuate the torsional vibration while suppressing the increase in size of the power transmission system.

In the above, the example in which the transmission 1 is mounted on the vehicle has been described, but the device on which the transmission 1 is mounted is not limited to such an example. The transmission 1 may be mounted on a device other than the vehicle as long as it is a device having a power transmission system.

Further, in the above, an example in which the transmission 1 includes three planetary gear mechanisms, three brakes, three clutches, and two one-way clutches has been described, but the transmission 1 has a plurality of connecting mechanisms for input power. It is not limited to such an example as long as it shifts and outputs at a shift stage according to the connected state. For example, the number of planetary gear mechanisms and coupling mechanisms included in the transmission 1 may be different from that of the transmission 1. Further, the number of shift stages that can be realized by the transmission 1 may be appropriately different depending on the number of planetary gear mechanisms and coupling mechanisms constituting the transmission 1 and the connection relationship between the planetary gear mechanisms and the coupling mechanism. Therefore, the shift speed that can be realized by the transmission 1 does not have to be five forward speeds and one reverse speed.

Further, in the above, each component in the transmission 1 has been described with reference to each drawing, but the shape of each component and the positional relationship between the components are not limited to the examples corresponding to each drawing, and the drawings are not limited to the drawings. The shape and positional relationship shown in 1 are only examples. Moreover, each component may be formed integrally or may be formed by a plurality of members.

Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to these examples. It is clear that a person having ordinary knowledge in the field of technology to which the present invention belongs can come up with various modifications or applications within the scope of the technical ideas described in the claims. , These are also naturally understood to belong to the technical scope of the present invention.

1 Transmission 2 Torque converter 3 Engine 111 Input shaft 112 Output shaft 120 Case 161, 162,261,262 Friction plate 180,280 Retaining plate 181,201 Main body 182,202 Circular protrusion 183,203 pendulum 184,204 Groove 185,205 Pin 186,206 Through hole B1 Reverse brake B2 Front brake B3 Forward brake C1 Input clutch C2 High & low reverse clutch C3 Direct clutch CA1 Front carrier CA2 Mid carrier CA3 Rear carrier F1 1st one-way clutch F2 2nd one-way clutch PG1 Front planetary gear PG2 Mid planetary gear PG3 Rear planetary gear R1 Front ring gear R2 Mid ring gear R3 Rear ring gear S1 Front sun gear S2 Mid sun gear S3 Rear sun gear

Claims (4)

With multiple rotating elements that transmit power,
A plurality of connection mechanisms capable of switching the connection state between the rotating element and other elements, and
Equipped with
A transmission that shifts and outputs the input power at a speed change stage according to the connection state of the plurality of connection mechanisms.
At least one of the plurality of coupling mechanisms comprises a plurality of friction plates engaged by being pressed against each other.
At least one pressed portion of the plurality of friction plates is formed with a pendulum portion that can swing in the rotational direction of the friction plate with respect to the other portion of the friction plate .
When the connecting mechanism on which the pendulum portion is formed is open, the pendulum portion is not pressed by the friction plate facing the pendulum portion, and the connecting mechanism on which the pendulum portion is formed is fastened. If so, it will be pressed by the friction plate facing the pendulum portion.
transmission. With multiple rotating elements that transmit power,
A plurality of connection mechanisms capable of switching the connection state between the rotating element and other elements, and
Equipped with
A transmission that shifts and outputs the input power at a speed change stage according to the connection state of the plurality of connection mechanisms.
At least one of the plurality of coupling mechanisms comprises a plurality of friction plates engaged by being pressed against each other.
At least one pressed portion of the plurality of friction plates is formed with a pendulum portion that can swing in the rotational direction of the friction plate with respect to the other portion of the friction plate.
Among the plurality of coupling mechanisms, the pendulum portion is formed in preference to the coupling mechanism that is opened at a high shift stage .
Transmission . With multiple rotating elements that transmit power,
A plurality of connection mechanisms capable of switching the connection state between the rotating element and other elements, and
Equipped with
A transmission that shifts and outputs the input power at a speed change stage according to the connection state of the plurality of connection mechanisms.
At least one of the plurality of coupling mechanisms comprises a plurality of friction plates engaged by being pressed against each other.
At least one pressed portion of the plurality of friction plates is formed with a pendulum portion that can swing in the rotational direction of the friction plate with respect to the other portion of the friction plate.
Among the plurality of friction plates, the pendulum portion is formed in preference to the pressed portion of the friction plate having a large mass .
Transmission . The pendulum portion is provided with a pair of arcuate groove portions provided at intervals in the rotation direction.
The pendulum portion is oscillatedly supported with respect to the other portion of the friction plate by a pair of pins inserted through the pair of grooves.
The transmission according to any one of claims 1 to 3 .

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