JPH02113151A - Clutch interlocking device for automatic transmission - Google Patents

Abstract

PURPOSE:To make it possible to facilitate assembly and disassembly of one clutch by simultaneously operating two clutches separately arranged in the axial direction with a tube member, and providing one clutch on the rear end side of the device. CONSTITUTION:At actuating a hydraulic actuator 2, a piston 16 abuts on one end separator plate 12 of one clutch C0, and the clutch C0 is coupled. Further, the other end separator plate 12a is moved in the axial direction, accompanied with coupling of the clutch C0. Hereby, a separator plate 17a on one end of the other clutch C3 arranged a fixed distance separately in the axial direction is moved in the axial direction through a tube member 1, and the clutch C3 is coupled. In this way, as the simultaneously operating two clutches C0, C3 through the tube member 1 can be arranged and provided separately in the axial direction, one of the clutches C0 can be provided on the rear end side of the device, and hereby assembly and disassembly of the clutch C0 can be easily performed.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Industrial application field The present invention relates to automatic transmissions installed in automobiles, especially forward
The present invention relates to an automatic transmission having an automatic speed change mechanism, and more particularly to a clutch interlocking device that interlocks two clutches.

(B) Prior Art Recently, the applicant has developed a forward three-speed or four-speed automatic transmission mechanism consisting of a planetary gear unit that combines a single planetary gear and a dual planetary gear, as shown in, for example, Japanese Patent Application Laid-Open No. 62-93545. devised an automatic transmission equipped with

The automatic transmission is constructed by integrally connecting the sun gears and carriers of both planetary gears, and uses the carrier as an output element, and transmits the rotation of the input shaft to the ring gear (hereinafter referred to as the small ring gear) of the single planetary gear. Planetary gear ring gear (
1st speed is obtained by fixing the large ring gear (hereinafter referred to as the large ring gear), and 2nd speed is obtained by fixing the sun gear in the input state to the small ring gear,
A planetary gear unit consisting of both gears is rotated together to obtain three speeds, thereby forming an automatic transmission mechanism with three forward speeds.

Furthermore, a third clutch that connects and disconnects the input shaft and the large ring gear is attached to transmit the rotation of the input shaft to the large ring gear, and also fixes the sun gear to obtain 4th speed.
It constitutes an automatic transmission mechanism.

This automatic transmission mechanism uses common parts and manufacturing lines for the forward three-speed and four-speed transmission mechanisms, making it compatible with a wide variety of vehicle models without significantly increasing costs.

As shown in FIG.
A fourth clutch C3 is interposed in the one-way clutch FO that is interposed during speed change to prevent mechanical locking in the reverse direction, and the fourth clutch C3 is connected to the hydraulic pressure for operating the third clutch CO. We have proposed an automatic transmission mechanism 10' which is operated by an actuator 2 and is designed to be compact (Japanese Patent Application No. 62-94888; unpublished).

(C) Problem to be Solved by the Invention By the way, the above-mentioned transmission mechanism fixes the drum member 15 to the clutch drum 3, engages the third clutch CO and the fourth clutch C3 to the drum member 15, and at the same time, A hydraulic actuator 2 is constructed outside the clutch drum 3 using the drum member 15, and a tube member 1' is interposed between the hydraulic actuator 2 and one end separator plate a of the fourth clutch C3. , the third clutch CO and the fourth clutch C3 are simultaneously operated by the single hydraulic actuator 2.

For this reason, it is necessary to arrange both the third clutch CO and the fourth clutch C3, which are added as the 4-speed automatic transmission mechanism, in the middle of the device, and the 3-speed automatic transmission mechanism and the 4-speed automatic transmission mechanism The structure will have to be drastically changed, and there is a risk that the benefits of standardizing parts and production lines will not be enjoyed, and the axial dimension will become longer, making it impossible to meet vehicle mounting restrictions. be.

Furthermore, in this proposed example, the drum member 15 is fixed to the clutch drum 3 to constitute the hydraulic actuator 2 and to position each clutch Co, C3, making assembly difficult. .

Therefore, the present invention provides a clutch interlocking device for an automatic transmission that solves the above-mentioned problems by interposing a tube member between the two clutches and allowing the two clutches to be operated simultaneously to be disposed separately. The purpose is to provide the following.

(d) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances, and for example, as shown in FIG. 1, a planetary gear unit (
9); a large number of clutches that connect and separate predetermined elements of the gear unit and the input member (5); and a plurality of locking means that appropriately lock predetermined elements of the gear unit. In (A), two clutches (Co) and (C3) among the large number of clutches are arranged at a predetermined distance apart in the axial direction, and are simultaneously operated by one hydraulic actuator (2). Then, the two clutches (
Co), (C3), the separator plate (12a) at the other end of one clutch (Co) and the separator plate (17a) at the - end of the other clutch (C3)
), the piston (16) of the hydraulic actuator (2) acts on the separator plate (12) at one end of the one clutch (Co), and the piston (16) of the hydraulic actuator (2) is interposed between the other clutch (Co). clutch (C3
) at the other end of the separator plate (17b) is locked so that it cannot move in the axial direction.

and an annular groove (b) on the -right side of the (Co) one end separator plate (12a) of the one clutch.
), and an annular groove (C) is formed on the right side surface of one end of the separator plate (7a) of the other clutch (C3), and the tube member (1) is formed in both annular grooves. Abut and store the end faces of.

Further, the tube member (1) is attached to one end portion (1) of the tube member (1).
b) has a stepped structure with a reduced diameter.

Furthermore, the tube member has a large number of through holes (1a)...
form.

As an example, the planetary gear unit (9) is formed by combining a single planetary gear (6) and a dual planetary gear (7) (see FIG. 2), and both sun gear (Sl) and carrier (CRI) of the gear unit are combined. The carrier (C
RI) is connected to the output member (55), and the input member (
5) to the ring gear (R1) of the single planetary gear (6) via the first clutch (C1), to the sun gear (Sl) via the second clutch (C2), and to the third clutch (CO). A connecting member (15) and a single planetary gear (6) are connected to the ring gear (R2) of the dual planetary gear (7) through the connecting member (15) and the third clutch (CO) and the ring gear (R2) of the dual planetary gear (7). ) with the ring gear (R1) of the fourth
The locking means (Bl), (B2) (83), ( Fl) and (F2) to form a forward four-speed automatic transmission mechanism (10), and the one clutch is the third clutch (CO), and the other clutch is the third clutch (CO). 4 clutch (
C3).

(E) Effect Based on the above configuration, when the hydraulic actuator (2) is actuated, the piston (16) of the one clutch (CO
) to connect the clutch, and as the clutch (CO) is connected, the separator plate (12a) at the other end moves in the axial direction. As a result, the separator plate (17a) at one end of the other clutch (C3), which is axially spaced apart by a predetermined distance, moves in the axial direction via the tube member (1), and the clutch (C3) is connected.

Specifically, this automatic transmission mechanism (1) includes parts (C1), (C2) (Bl), (B2) similar to the 3-speed automatic transmission mechanism.
, (Fl), (F2), three forward speeds are performed, and four
When changing gears, the added parts (Co), (FO), (C3
) works.

That is, the rotation of the input member (5) is caused by the rotation of the first clutch (C1).
is transmitted to the small ring gear (R1) via the locking means (F2) and (B3), and the large ring gear (R2) is stopped, and the first speed rotation is taken out from the carrier (CR1).
In the input state of the small ring gear (R1), the sun gear (
SL) is stopped by the locking means (Bl) (B2) and (Fl), 2nd speed rotation is taken out from the carrier (CRI), and when the small ring gear (R1) is input, the third clutch (CO) is also input to the large ring gear (R2), and the third speed rotation rotated around the gear unit (9) is taken out from the carrier (CRI). Note that when the third clutch (CO) hydraulic actuator (2) is extended during the third speed shift, the third clutch (CO)
is connected, and the fourth clutch (C3) is connected via the tube member (1), and the rotation of the input member (5) is as follows.
It is transmitted to the small song gear (R1) via the third clutch (CO), the drum member (15), the fourth clutch (C3), and the (third) one-way clutch (FO). At this time, the tube member (1) is connected to the annular groove (b).
, (C), and are securely positioned in the axial and radial directions. Moreover, the tube member (1
), the lubricating oil scattered from the input member (5) side is collected to lubricate the clutches (Co) and (C3), and the lubricating oil is discharged from a predetermined number of holes (1a). We are trying to dissipate heat. Furthermore, when shifting to 4-speed, the first clutch (C1) is first released, and the small clutch is operated exclusively through the third clutch (CO) and fourth clutch (C4) under the action of the one-way clutch (FO). When the ring gear (R1) is in a rotating state and the sun gear (S) is stopped by the locking means (first brake Bl) in this state, a signal is transmitted from the input member (5) via the third clutch (CO). The rotation transmitted to the large ring gear (R2) is transmitted to the small ring gear (R1).
) while idling at high speed, overdrive rotation is taken out from the carrier (CRI). In addition, even if the vehicle is driven backwards in the reverse range and shifted to the shift lever or range while coasting, the fourth clutch (C3
) is in the released state, so the one-way clutch (FO)
The gear unit (9) is not mechanically fixed via the gear.

Note that the numbers in parentheses are used for reference to compare with each part in the drawings, and do not limit the answer structure.

B) Examples Examples according to the present invention will be described below with reference to the drawings.

First, automatic gear shifting using the present invention! ! To explain the outline of the IA according to FIG. 2, the automatic transmission A has three axes: an input shaft 5 aligned with the engine crankshaft 30, a counter shaft 25, and front axle shafts 26a and 26b. , a lock-up clutch 31a is provided on the input shaft 5.
A torque converter 31 and a forward four-speed automatic transmission mechanism 10 are supported, an underdrive mechanism 27 is supported on the counter shaft 25, and a front day 2 allencial device 29 is supported on the front axle shafts 26a and 26b. has been done.

The horizontal 4-speed automatic transmission 10 has a planetary gear unit 9 formed by combining a single planetary gear 6 and a dual planetary gear 7, and the planetary gear unit 9 has sun gears S1 and carriers CR1 of both planetary gears integrally connected to each other. It also consists of a long pinion and a pinion P1 that mesh with the sun gear s1. The input shaft 5 and the ring gear R1 (small ring gear) of the single planetary gear 6 are connected via a first (forward) clutch C1,
Further, the input shaft 5 and the sun gear s1 are connected via a second (reverse) clutch C2. Also, Sun Gear S
1 is directly connected and locked by a first brake B1, and its one-way rotation is locked by a second brake B2 via a first one-way clutch F1. Further, the ring gear R2 (large ring gear) of the dual planetary gear 7 is directly locked by the third brake B3, and its one-way rotation is locked by the second one-way clutch F2. A counter drive gear 55 whose carrier CRI is supported by the case bulkhead 40a
The gear 55 is connected to the fourth remote dynamic transmission mechanism 1.
0 output member.

The above-mentioned clutches C1, C2 and brakes Bl, B
2. The one-way clutches Fl and F2 are the same as those in the 3rd remote dynamic transmission mechanism, but in addition to the above-mentioned configuration, the one-way clutches Fl and F2 are the same as those in the 3rd remote dynamic transmission mechanism. A fourth clutch C3 and a third one-way clutch FO are provided between the output side member of the third clutch CO1 and the small ring gear R1.

Further, the underdrive mechanism 27 has one single planetary gear 32, and a carrier CR3 of the planetary gear and a sun gear S3 are connected via a fifth (direct) clutch C4. Also, Sun Gear S
3 is directly locked by a fourth (underdrive) brake B4, and one-way rotation is locked by a fourth one-way clutch F3. The ring gear R3 is connected to the counter drive gear 56 which meshes with the counter drive gear 55 and becomes an input member of the underdrive mechanism 27, and the carrier Ch, 3.
is connected to the counter shaft 25. Further, a reduction gear 35 serving as an output member of the underdrive mechanism 27 is fixed to the counter shaft 25.

Further, the front differential device 29 includes a differential carrier 36 and left and right side gears 37a, 37b, and a ring gear 39 is fixed to the differential carrier 36, which serves as a gear mount case. The ring gear 39 meshes with the reduction gear 35 to constitute a final reduction mechanism, and left and right side gears 37a and 37b are connected to left and right front axle shafts 26a and 26b, respectively.

Next, the 4-distance dynamic transmission mechanism 10 in the automatic transmission A
The operation will be explained with reference to FIG.

The rotation of the engine crankshaft 30 is controlled by the torque converter 31.
or via the lock-up clutch 31a to the input shaft 5. In the first speed state in the D range, the first clutch C1 is in a connected state. In this state, whether the rotation of the human-powered shaft 5 or the first clutch C1
and in this state, the large ring gear R2 is transmitted to the second one-way clutch F2.
Since rotation is prevented by , the common carrier CR1 is rotated at a significantly reduced speed in the forward direction while causing the sun gear S1 to idle in the reverse direction, and the rotation is taken out from the counter drive gear 55.

Further, in the second speed state in the D range, the second brake B2 is operated in addition to the engagement of the first clutch C1. Then, rotation of the sun gear S1 is stopped by the operation of the first one-way clutch F1 based on the brake B2, and therefore, the rotation of the small ring gear R1 from the input shaft 5 causes the carrier CRI to rotate while causing the large ring gear R2 to idle in the forward direction. The rotation is decelerated in the positive direction, and the rotation is caused by the counter drive gear 5.
5, it is taken out as a 2nd speed. In addition, when shifting from 1 to 2, the second
The one-way clutch F2 is switched from the locked state to the overrun state, and shifts smoothly without causing a shift shock due to changing clutches.

In the third speed state in the D range, the third clutch C3 and the fourth clutch C4 are connected from the second speed state. Then, the input shaft 5 is transmitted to the small ring gear R1 via the first clutch C1, and is also transmitted to the large ring gear R2 via the third clutch CO, and the planetary gear unit 9 rotates integrally. Drive gear 5
5. It should be noted that during the 2->3 shift, the first one-way clutch F1 is switched from a locked state to an overrun state, and shifts smoothly without causing a shift shock due to clutch change. In addition, in the third speed state, the fourth clutch C3 is connected together with the third clutch CO, and the rotation of the input shaft 5 is controlled by the third clutch CO1, the fourth clutch C3, and the third one-way clutch FO. The signal is also transmitted to the small ring gear R1 via a route via.

When upshifting from 3rd speed to 4th speed in the D range, first clutch C1 is released. In this state, rotation is exclusively transmitted to the small ring gear R1 through a path via the third clutch CO1, the fourth clutch C3, and the third one-way clutch FO, and in this state, the rotation is transmitted to the small ring gear R1 through the path exclusively via the third clutch CO1, the fourth clutch C3, and the third one-way clutch FO. or works. Then,
Sun gear S1 is also stopped against reverse rotation, and the rotation of large ring gear R2 transmitted from input shaft 5 via third clutch CO overruns one-way clutch FO and causes small ring gear R1 to idle at high speed. carrier CR
1 as an overdrive rotation. On this occasion,
Since the first clutch CI is in the released state and the gears are changed under the action of the third one-way clutch FO, the shift is performed smoothly without causing a shift shock due to changing grips.

Furthermore, when the engine brake is operating in the 3rd range, 2nd range, or the small ring, the third brake B3 is activated to stop the large ring gear R2 even against reverse torque in the 1st gear, and the 2nd gear is also activated. At high speed, the first brake B
1 to stop the sun gear S1 even against reverse torque.

In the reverse range, the second clutch C
2 is connected, and the third brake B3 is activated.

In this state, the rotation of the input shaft 5 is transmitted to the sun gear S1 via the second clutch C2, and is fixed by the operation of the large ring gear R2 or the third brake B3. While the ring gear R1 is being reversed, the carrier CRI is also reversed, and the reverse rotation of the carrier is taken out by the counter drive gear 55.

On the other hand, the underdrive mechanism 27
When the sun gear S3 is stopped by the fourth one-way clutch F3 and/or the fourth one-way clutch F3, the rotation from the counter driven gear 56 is transferred from the ring gear R3 to the carrier CR3.
It is taken out as a deceleration (under-drys) rotation. Further, when the fourth brake B4 is released and the fifth clutch C4 is engaged, the carrier CR3 and the sun gear S3
are integrated, and are directly connected and rotated or taken out to the counter shaft 25.

In the automatic transmission A, the four forward speeds of the four-distant dynamic transmission mechanism 10 and the deceleration and direct connection of the underdrive mechanism 27 are appropriately combined to obtain a predetermined gear, and the rotation is controlled by the reduction gear 35 and the ring gear. 39 to the front differential device 29, and further to the left and right front axle shafts 26a, 26b. For example, the combination of the fourth remote dynamic transmission mechanism 10 and the underdrive mechanism 27 is such that the underdrive mechanism 27 is in a deceleration state, the fourth remote dynamic transmission tank 10 is operated to set the power mode, and the underdrive mechanism 27 is directly connected to the fourth remote dynamic transmission mechanism 10. Remote dynamic transmission mechanism 1
The underdrive mechanism 27 may be set to an extra low or high mode to operate in special cases. It is conceivable to put this between the 2nd and 3rd speeds of the 4th distance dynamic transmission mechanism 10, resulting in the 5th forward speed.

Next, an embodiment of the automatic transmission A described above will be described with reference to FIG.

The automatic transmission A has an integrated case consisting of a transaxle case 40, a housing for the transaxle 41, and a rear cover 42, and the case includes an input shaft 5, a counter shaft 25, and a ring gear serving as a differential carrier for the front differential device 29. A mount case 36 is rotatably supported. A torque converter 31 having a lock-up clutch 31a and a four-way dynamic transmission mechanism 10 are disposed on the input shaft 5, and an underdrive mechanism 27 is disposed on the counter shaft 25. Further, a valve body 44 covered with a side cover 48 is disposed in the transaxle case 40.

The fourth remote dynamic transmission mechanism 10 includes a brake section 43, an output section 45,
A planetary gear unit 9 and a clutch section 47 are arranged in this order, and an oil pump 49 is arranged between the brake section 43 and the torque converter 31, and is fitted onto the input shaft 5 so as to be rotatable. A hollow shaft 50 is supported.

The planetary gear unit 9 consists of a single planetary gear 6 and a dual planetary gear 7 (second
), the single planetary gear 6 consists of a sun gear S1 formed on a hollow shaft 50, a ring gear R1, and a carrier CRI supporting a binion P1 meshing with these gears, and the dual planetary gear 7 consists of a sun gear formed on a hollow shaft 50. S1, ring gear R2, and a first pinion P1 and ring gear R that mesh with sun gear S1.
The carrier CRI supports and meshes with the second pinion P2 which meshes with the second pinion P2. In both of these planetary gears 6.7, the sun gear S1 is composed of a single gear having the same number of teeth formed on the hollow shaft 50, and the carrier C
R1 is integrally constructed, and pinion P1 is constructed as an integral long pinion.

Further, in the brake section 43, a one-way clutch F1, a first brake B1 consisting of a multi-disc brake, and a second brake B2 consisting of a multi-disc brake are disposed in order from the inner diameter side toward the outer diameter direction. ing. The first one-way clutch F1 has an inner race in which the tip of the hollow shaft 50 is engaged with a spline, and a second brake hub extending radially outward is fixed to its outer race. Further, a first brake hub is fixed to the front side (engine side) of the inner race of the one-way clutch F. On the other hand, the oil pump 49 consists of an oil pump assembly in which a pump cover made of die-cast aluminum is integrally fixed to the pump body with bolts across a pump plate. On the front side of the oil pump cover, a first brake hydraulic actuator 52 and a second brake hydraulic actuator 51 are disposed in order from the inner diameter side in an annular manner.

On the other hand, the output section 45 has a counter drive gear 55 located approximately in the center of the fourth remote dynamic transmission mechanism 10, and the counter drive gear 55 is connected to the axle case 40.
It is rotatably supported by a partition wall 40a formed in the spacer via a double Chibird bearing 53, and its boss portion is connected to the carrier CRI of the planetary gear unit 9. Furthermore, the outer race of the bearing 53 is splined and fitted to the inner peripheral surface of the case partition 40a, and a second one-way clutch F2 is attached to the outer peripheral surface of the race extension.

The outer race of the second one-way clutch F2 is connected to the ring gear R2 of the dual planetary gear 7.
The ring gear R2 is fixed to the counter gear boss section and the carrier CR through a thrust bearing.
Therefore, the second one-way clutch F2 is axially arranged between the planetary gear unit and the case partition wall 40a. Further, a third brake B3 is interposed between the outer periphery of the ring gear R2 and the axle case 40, and a cylinder is formed on one side wall surface of the partition wall 40a, and the cylinder has a hydraulic pressure including a piston. It is arranged so as to be sandwiched between the actuator 65 (FIG. 4) and the second one-way clutch F2. Furthermore,
The hydraulic actuator 65 has a cylindrical comb-shaped arm that extends in the axial direction passing through the outer diameter side of the second one-way clutch F2 to control the third brake B3. At the same time, a return spring is disposed in the comb teeth portion.

As shown in detail in FIG. 1, the clutch section 47 is
It includes a first (forward) clutch c1 and a second (reverse) clutch c2, and is located at the rear end of the fourth remote dynamic transmission mechanism lo and housed in the transaxle cover 42 portion. In addition, a cover 42 is provided at the rear end of the input shaft 5.
A sleeve portion 5a is fixed so as to fit over the central boss portion 42a, and the clutch drum 3 is integrally connected to the sleeve portion 5a. Further, a movable member 69 is fitted to the clutch drum 3 by a spline so as to be slidable only in the axial direction, and a piston member 70 is fitted to the movable member 69 in an oil-tight manner. In addition, the movable member 6
Reference numeral 9 forms an oil chamber with a cylinder formed from the inner peripheral surface of the clutch drum 3, thereby forming a hydraulic actuator 92 for the first clutch C1. On the other hand, the piston member 70 forms an oil chamber between the cylinder made of the inner circumferential surface of the movable member 69 and a hydraulic actuator 77 for the second clutch C2.
It consists of Furthermore, a spring 73 is compressed between the piston member 70 and the spring receiver fixed to the sleeve portion 5a with a snap ring, and a member 71.
The spring 73 constitutes a return spring common to the piston members 69.70 of both hydraulic actuators 77.92. Further, the first clutch C1 is interposed between a spline formed on the inner peripheral surface of the outer diameter portion of the clutch drum 3 and a spline formed on the axially extending portion surface of the ring gear R1. Clutch C2 is a movable member 6
A spline formed on the inner circumferential surface of the outer diameter portion of No. 9 and a hollow shaft 50
The spline is interposed between the hub portion 50a fixed to the hub portion 50a and the spline formed on the outer peripheral surface of the hub portion 50a.

The present 4-speed automatic transmission mechanism 10 includes the following devices in addition to the common parts with the above-mentioned 3-speed automatic transmission mechanism. That is, a sleeve member 75 is fitted into the annular boss portion 42b of the rear cover 42, and the flange member 20 is fixed to the sleeve member 75, forming a cylinder of the third clutch CO hydraulic actuator 2. . A piston 16 is fitted into the cylinder in an oil-tight manner, and the outer circumference of the flange member 20 is provided with comb-like slits 20.
a is formed, and a separator plate 12 and a backing plate 12a that penetrate through the slit 20a and constitute an outer friction plate for the third clutch C1 are arranged. Further, a hub 22 is fixed to the stepped portion of the clutch drum 3, and a clutch plate 19 that engages with the eights 22 and constitutes an internal friction plate is disposed, and the clutch plate 19 and the separator plate 12 , a third clutch CO adjacent to the hydraulic actuator 2 is configured. Further, a spring receiver member 83 is attached to the tip of the sleeve member 75 by a snap link 82, and the spring receiver is connected to one surface of the member 83 and the piston 16.
A return spring 85 is compressed between the clutch drum 3 and the clutch drum 3, and a thrust washer 86 is interposed between the other surface of the member 83 and the rising portion of the clutch drum 3.

On the other hand, a drum member 15 extends in the axial direction on the outer diameter side of the flange member 20 of the hydraulic actuator 2, and one end of the drum member 15 is in contact with a ring-shaped plate 87 fixed to the flange member 20. A snap ring 89 is retained and prevented from coming off. The other end of the drum member 15 is bent inward, and the protrusion 90 of the thick link gear R2 engages with the hole formed at the bent end, and is prevented from coming out by a snap ring 91.・It is locked. Furthermore,
A spline-like corrugation 15a is formed on the inner peripheral surface of one end portion of the drum member 15, and the third clutch separator plate 12 and the backing plate 12a are engaged with the corrugation 15a. Further, a groove 15b is formed at the other end of the drum member 15, and a separator plate 17 constituting the fourth clutch C3 is engaged with the groove 15b. The backing plate 17b is locked in contact with the end of the groove 15b to restrict axial movement.

In parallel to the inner diameter side of the drum member 15, an annular tube member 1 is installed between the backing plate 12a for the third clutch CO and the separator plate 17a for the fourth clutch C3, and further The tube member 1 has one end side 1b that comes into contact with the backing plate 12a.
is slightly smaller in diameter than the other end. Furthermore, separator plates 12a and 17a that the dupe member comes into contact with
An annular groove (c) is formed on the contact side surface of the tube member (1), and the tube member 1 is positioned in the radial and axial directions by the groove (c).

Further, a predetermined number of holes 1a are formed in the tube member 1 along its circumferential direction, and the chain holes 1a are scattered from the inner diameter side based on the centrifugal force caused by the rotation of the input shaft 5. The lubricating oil in the holes 1a...
The lubricating oil is discharged from the pipe to allow effective heat dissipation.

The outer race 1 of the third one-way clutch FO is positioned between the retaining snap ring 96 of the first clutch C1 and the snap ring 91 for connecting the drum member through a thrust washer 97.99.
00, and one clutch plate 21, which together with the separator plate 17 constitutes a fourth clutch C3, is engaged with the outer diameter surface of the outer race 100. Further, the third one-way clutch FO is directly mounted with its inner race on the outer peripheral surface of the small ring gear R1, and the small ring gear R1 is connected to the hub portion 50a and the carrier CR1 of the gear unit 9 via a thrust bearing. It is supported by support plates 102 which are held in place.

On the other hand, the underdrive mechanism 27 has one single planetary gear 32, as shown in FIG.

Further, a counter driven gear 33 is rotatably supported on the counter shaft 25 via a bearing 103.
Further, a reduction gear 35 is fixed on the shaft 25. The ring gear R3 of the planetary gear 32 is connected to the counter driven gear 33, and the carrier CR3 supporting the pinion P3 is integrally formed with the counter shaft 25 bulging in the outer diameter direction. Furthermore, the sun gear S3 is formed on a hub 105 rotatably supported on the shaft 25, and a drum 106 fixed to the outer diameter of the hub has a fourth brake B4 made of a band brake on its outer circumferential surface. engaged. Further, a fifth clutch C4 is interposed between the inner peripheral surface of the drum 106 and a hub fixed to the carrier CR3, and a piston is fitted into the hub 105 adjacent to the clutch C4. This constitutes a hydraulic actuator 107 for clutch C4. Also, hub 1
A fourth one-way clutch F3 is interposed between the extension of the clutch 05 and the case 40.

Further, the front differential device 29 has a ring gear mount case 36 that serves as a differential carrier, and the case 36 is rotatably supported by the housing 41 and the case 40 via bearings. Further, a large-diameter ring gear 39 that meshes with the reduction gear 35 is fixed on the mount case 36, and a pinion gear 111 is rotatably supported by a pinion shaft 110 inside the ring gear 39. Left and right side gears 37a and 37b meshing with gear 111 are rotatably supported. And the side gear 37a.

Left and right front axle shafts 26a and 26b are fitted and connected to 37b, respectively.

Next, the operation of the above embodiment will be explained.

In the first forward speed state, hydraulic pressure is supplied to the hydraulic actuator 92 through an oil passage formed in the rear cover 42.

Then, the movable member 6 uses the clutch drum 3 as a cylinder.
9 moves against the spring 73, and the first clutch C
1. In this state, the rotation of the input shaft 5 is transmitted to the small ring gear R1 via the clutch drum 3 and the first clutch C1, and the large ring gear R2 is engaged by the second one-way clutch F2. hand,
First speed rotation is taken from carrier CRI. Note that when the engine brake is activated, hydraulic pressure is supplied to the hydraulic actuator 65 to activate the third brake B3 and directly lock the small ring gear R1. The rotation is then transmitted to the underdrive mechanism 27 via the counter drive gear 55 and the counter driven gear 56, and further to the first reduction gear 35 and the ring gear 39, as previously explained along the schematic diagram of FIG. is transmitted to the front differential device 29 via the left and right front axle shafts 26a.
, 26b.

In addition, in the forward second speed state, the hydraulic actuator 5
1 to operate the second brake B2. Then, the sun gear S1 is stopped via the first one-way clutch F1 and the hollow shaft 50, and the rotation of the small ring gear R1 via the first clutch C1 is extracted as second speed rotation from the carrier CRI as described above. Ru. In addition, when engine braking is required in 2nd gear, hydraulic pressure is supplied to the hydraulic actuator 52 to directly apply the sun gear S.
Fix 1.

In the third forward speed, in addition to supplying hydraulic pressure to the hydraulic actuator 92 for the first clutch C1, hydraulic pressure is supplied to the hydraulic actuator 2 through the oil passage formed in the annular boss portion 42b of the rear cover 42. . Then, the piston 16 moves against the spring 85 and engages the third clutch CO. As a result, the rotation of the input shaft 5 is controlled by the clutch drum 3, the shaft 22, and the third clutch Co (19
, 21) and the large ring gear R2 via the drum member 15.
The rotation of the small ring gear R1 via the first clutch CI and the direct rotation that rotates the gear unit 9 integrally are taken out from the carrier CR1.

Further, the movement of the backing plate 12a due to the engagement of the third clutch co is transmitted to the separator plate 17 of the fourth clutch C3 via the tube member 1, and engages the fourth clutch C3. Then, similarly to the above, the rotation of the drum member 15 transmitted via the third clutch co is
It is transmitted to the outer race 100 of the third one-way clutch FO via the fourth clutch C3, and further transmitted to the small ring gear R1 via the one-way clutch FO.

Furthermore, prior to upshifting to the fourth forward speed, the hydraulic actuator 92 is first drained and the first clutch C1
release. In this state, power is transmitted to the small ring gear R1 exclusively through the third clutch CO, the fourth clutch c4, and the third one-way clutch FO. In this state, when hydraulic pressure is supplied to the hydraulic actuators 52, 51 to operate the first brake Bl and the second brake B2 and stop the sun gear S1, the rotation of the input shaft 5 is controlled by the third clutch CO and the second brake B2. The signal is transmitted to the large ring gear R2 via the drum member 15, and is transmitted to the small ring gear R1 while overrunning the one-way clutch FO.
The overdrive rotation is taken out from carrier Cr (1) by idling at high speed.

In addition, in the reverse range, hydraulic pressure is supplied to the hydraulic actuator 77 from the oil passage formed in the rear cover 42, and the piston member 70 is moved against the spring 73 using the six movable members as a cylinder to move the piston member 70 against the spring 73. While engaging the clutch C2, hydraulic pressure is supplied to the hydraulic actuator 65 to lock the third brake B3. In this state, the rotation of the input shaft 5 is controlled by the clutch drum 3 and the movable member 6.
9. The reverse rotation is transmitted to the sun gear S1 via the second clutch C2 and the hub portion 50a, and is taken out from the carrier CRI by stopping the large ring gear R2 based on the third brake B3.

Also, when coasting backwards in the reverse range, even if the shift lever is operated to the D range and the first clutch C1 is engaged, the fourth clutch C3 is released, so the third clutch C1 is engaged.
The one-way clutch FO prevents the small ring gear R1 and the large ring gear R2 from being mechanically connected.

The 4-speed additional device consisting of the third clutch CO1, the fourth clutch 03, and the hydraulic actuator 2 is assembled to the outer part of the clutch drum 3 after the common parts with the 3-speed mechanism are assembled. That is, the hydraulic actuator 2 consisting of the sleeve member 75, flange member 20, piston 16, return spring 85, etc. is assembled to form a subassembly. On the other hand, the drum member 15 is connected to the small ring gear R.
The fourth clutch c3 is attached to the first protrusion 90 with a snap ring 91 to prevent it from coming off, and the separator plate 17 is inserted into the groove 15b, and the fourth clutch c3 is assembled. Then, the other end of the tube member 1 is brought into contact with the annular groove C of the separator plate 17, and then the separator plate 1 of the third clutch CO is brought into contact with the corrugation 15a of the drum member 15.
2 and the backing plate 12a, one end of the tube member 1 is brought into contact with the annular groove of the backing plate 12a to position the member 1, and the clutch plate 19 is further engaged with the hub 22. Then, the hydraulic actuator 2 is assembled so that the slit 20a of the flange portion 20 is inserted into the separator plate 12 and the backing plate 12a, and then the snap ring 23 is locked to the drum member 15, and the present four-speed addition device is positioned in the axial direction and further covered with a rear cover 42 to assemble the automatic transmission.

(G) As described in detail, according to the present invention, the tube member (1
), two clutches (Co) and (C
3) can be placed apart in the axial direction, so although it has a simple configuration, it is possible to accurately transmit rotation from the one clutch (CO) to the other clutch (C3). The clutch (Co) can be installed on the rear end side of the device, which makes it easy to assemble and remove the clutch (Co), and improves the versatility of the device.

In addition, the tube member (1) can be positioned by abutting and storing the ends in the annular grooves (b) and (C), so it can be positioned reliably in the radial and axial directions, and the assembly work is facilitated. can be improved.

Furthermore, since the tube member (1) has a reduced diameter at one end portion (1b), interference with one of the clutches (CO) can be prevented and an increase in the radial dimension of the device can be prevented.

Further, a predetermined number of holes (1
Since a)... is provided, the flow of lubricating oil can be optimized and the weight of the device can also be reduced.

Also, one clutch is used as a third clutch (CO),
If the other clutch is the fourth clutch (C3), the input shaft (5), the clutch drum (3), and the drum (
3) The clutches (C1), (C2), hydraulic actuators (77), (82), etc. housed in the 3rd-speed dynamic transmission mechanism are common or substantially similar to the 3rd-speed and 4th-speed dynamic transmission mechanisms.
By significantly standardizing the remote dynamic transmission tank, it is possible to support a wide variety of vehicle models without increasing costs. Furthermore, since the fourth clutch (C3) is engaged only after the third clutch (CO) is engaged, even if the fourth clutch (C3) is disconnected due to an erroneous operation, the fourth clutch (C3) will not be engaged.
C3) can be engaged and the automatic transmission can be reliably prevented from being mechanically locked by the one-way clutch (FO).

[Brief explanation of drawings]

FIG. 1 is a sectional view showing the main parts of an automatic transmission according to the present invention, and FIG. 2 is a schematic diagram showing an automatic transmission to which the present invention is applied.
FIG. 3 is a diagram showing its operation, and FIG. 4 is a sectional view showing the entire automatic transmission. FIG. 5 is a sectional view showing an automatic transmission mechanism already proposed by the applicant. 1... Tube member 1a... Hole 1b.
...Reduced diameter part, 2...Hydraulic actuator 5...
・Input member (input shaft) 6...Single planetary gear, 7...Dual planetary gear
9... Planetary gear unit 12... Separator plate at one end 12a... Separator plate at the other end b... Annular groove 17a... Separator plate at one end, 17b... Separator plate at the other end C... Annular groove, A... automatic transmission, cl... first clutch, C2... second
Clutch, CO...Third clutch C3
...Fourth clutch CR1...Carrier
FO...(third) one-way clutch sl
...Sun gear R1...Single planetary gear (small) ring gear R2...Dual planetary gear (large) ring gear Bl, B2. B3.
Fl, F2...locking means (first brake, second brake, third brake, first one-way clutch,
2nd one-way clutch)

Claims (1)

[Scope of Claims] 1. A planetary gear unit, a number of clutches that engage and separate predetermined elements and input members of the gear unit, and a plurality of locking means that appropriately lock predetermined elements of the gear unit;
In an automatic transmission comprising: two clutches among the plurality of clutches are arranged at a predetermined distance apart in the axial direction and are operated simultaneously by one hydraulic actuator; A tube member is interposed between a separator plate at the other end of one clutch and a separator plate at one end of the other clutch, and a piston of the hydraulic actuator is connected to the separator plate at one end of the one clutch. A clutch interlocking device for an automatic transmission, wherein the separator plate at the other end of the other clutch is locked so as not to be movable in the axial direction. 2. An annular groove is formed on the other side surface of the separator plate at the other end of the one clutch, and an annular groove is formed on one side surface of the separator plate at the one end of the other clutch, and both annular grooves are formed. 2. The clutch interlocking device for an automatic transmission according to claim 1, wherein the end face of the tube member is brought into contact with and housed to prevent movement of the tube member in an axial direction and a radial direction. 3. The clutch interlocking device for an automatic transmission according to claim 1, wherein the tube member has a stepped structure in which one end portion thereof has a reduced diameter. 4. The clutch interlocking device for an automatic transmission according to claim 1, wherein a large number of through holes are formed in the tube member. 5. The planetary gear unit is configured by combining a single planetary gear and a dual planetary gear, and is configured by connecting both sun gears and a carrier of the gear unit integrally, and also connects the carrier to an output member, and an input member. , are connected to the ring gear of the single planetary gear via the first clutch, to the sun gear via the second clutch, and to the ring gear of the dual planetary gear via the third clutch, and also connect the third clutch and the dual planetary gear to the ring gear of the dual planetary gear via the third clutch. The connecting member that connects the ring gears and the ring gear of the single planetary gear are connected via a fourth clutch and a one-way clutch, and the sun gear and the ring gear of the dual planetary gear are further locked by appropriate locking means to achieve a forward four-speed automatic transmission. 2. The clutch interlocking device for an automatic transmission according to claim 1, comprising a mechanism, wherein the one clutch is the third clutch, and the other clutch is the fourth clutch.