JPH0297770A - Clutch device in automatic transmission - Google Patents

Abstract

PURPOSE:To improve the compactness further to facilitate clutch assembly workability without generating unreasonable force of prying or the like by arranging a clutch plate holding part of a torque transmitting member, mounted to a clutch drum, between arm parts of a piston member. CONSTITUTION:When pressure oil is supplied to an actuator 9 of a clutch drum 6, a piston member 9a of the actuator 9 is extended connecting a clutch C1. While, when pressure oil is supplied to an oil chamber 7c of an actuator 7 in the outer of the drum 6, a piston member 10 is moved in the axial direction, further its arm part 10a gives force in the axial direction to clutch plates 14a, 14b, connecting a clutch C3. Then rotation of an input shaft 5 is transmitted by the drum 6 and a pawl part 8b to a torque transmitting member 8 integrally rotating with the drum, to the clutch C3 through a holding part 8a and to a planetary gear unit and its element R2. Thus applying no unreasonable force when the piston member 10 is moved, the clutch C3 can be smoothly operated.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of practical application The present invention relates to a clutch device for an automatic transmission, and more specifically, the present invention relates to a clutch device for an automatic transmission, and more specifically, a piston member that applies operating shaft force to the clutch and a rotational force that applies rotational force to the clutch. The present invention relates to a configuration with a torque transmission member.

(b) Prior Art Recently, the present applicant has developed a four-speed automatic transmission mechanism consisting of a single planetary gear and a dual planetary gear, as shown in, for example, Japanese Patent Application Laid-open No. 62-9354 and Japanese Patent Application Laid-Open No. 62-141344. We proposed an automatic transmission equipped with

As shown in FIG. 6, the automatic transmission 1' includes a sun gear S of a single planetary gear and a dual planetary gear.
The rotation of the input shaft 5 is controlled by a gear unit 2 in which the pinion meshing with the sun gear is a long pinion P1, and both carriers CR are integrally connected to form an output element. With the transmission transmitted to the ring gear R1 of the single planetary gear via the first (forward) clutch C1, the link gear R2 of the dual planetary gear is stopped to obtain the first speed, the sun gear S is stopped to obtain the second speed, and the gear is The unit 2 is rotated integrally to obtain the third speed, and the rotation of the input shaft 5 is controlled by the third (overdrive)
The signal is transmitted to the dual planetary gear ring gear R2 via the clutch C3, the sun gear S is stopped, and 4th speed is obtained while overrunning the single planetary gear ring gear R1.

The (overdrive) clutch C3 of the box 3 is interposed between the clutch drum 6 extending on the outer diameter side of the ring gear R1 of the single planetary gear so as to cover the outside of the other clutches C1 and C4. ing.

(c) Problems to be Solved by the Invention The third (overdrive) clutch C3 is located at the opening position (front position) in the clutch drum 6,
The holding portion of the clutch drum 6 that holds the clutch plate of the clutch C3, that is, the opening side end 6d of the clutch drum 6 is in a position separated from the opening side end 7e of the piston member 7a, and the piston member is Because they are arranged in a cylindrical shape so as to cover the outer circumference of the drum 6,
There is a problem in that the third clutch C3 is less compact in the radial direction.

Further, a pressing member 7 that engages and disengages the third clutch C3
Since d is relatively long in the radial direction and needs to be constructed so as to wrap around the third clutch C3, the axial dimension increases accordingly and the pressing member 7d becomes larger. There is. To assemble or replace the clutch plate or disc plate of the third clutch C3, press the pressing member 7d and the piston member 7a.
It is necessary to remove the snap ring that locks it in place. However, since the pressing member 7d is urged forward (to the right in FIG. 6) by the return spring 7f of the piston member 7a, a special jig is required to attach and remove the pressing member 7d, and the assembly of the clutch is required. There was a problem that the attachability and the replacement work of clutch parts deteriorated.

It is also possible to directly attach the clutch to the piston member that applies axial force to the clutch to make it more compact in the radial direction. It is necessary to move in the axial direction, and when the piston slides, there is a risk that an unreasonable force such as twisting will be applied, resulting in malfunction.

Therefore, the present invention has been developed by attaching a torque transmitting member that transmits torque to the clutch plate to the clutch drum, and arranging the clutch plate holding portion of the torque transmitting member between the arm portions of the piston member, thereby preventing undue stress such as twisting. It is an object of the present invention to provide a clutch device for an automatic transmission that does not generate a large amount of force, increases the compactness of the automatic transmission, particularly in the radial direction, and facilitates assembly of the clutch.

(d) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances. For example, as shown with reference to FIGS. 1 and 2, the present invention includes a planetary gear unit (2) and a planetary gear unit (2
) and the planetary gear unit (2).
) that connects another predetermined element (R2) and the input shaft (5), and another clutch (C3) that rotates integrally with the input shaft (5) and connects the predetermined clutch (C1). In an automatic transmission comprising a clutch drum (6) that is attached to the clutch drum (6), and a piston member (10) for the other clutch (C3) that is mounted on the outer diameter side of the clutch drum (6) so as to be movable in the axial direction, A plurality of arm members (10a) extending at appropriate intervals from the opening side end of the piston member (10).
A claw part (8b) is attached to the outer periphery of the clutch drum (6) in a relatively non-rotatable manner, and a holding part is provided in the notch part (10d) formed between the arm members (10a) of the piston member (10). (8a) respectively extend, and clutch plates (14a) and (14b) of the other clutch (C3) are provided with arm portions (10a) of the piston (10). ) in the other predetermined elements (
A predetermined axial force is applied between the clutch disks (18) on the R2) side, and the torque transmitting member (8)
) are each engaged with the inner diameter side of the holding portion (8a) to apply a rotational force.

Further, the piston member (1) of the clutch plate
0) Backing plate (14a) placed on the foremost side
is secured to the arm portion (10a) by a snap ring (24), and serves as a pressing member for the other clutch (C3) when the piston member (10) is activated.

As a specific example, for example, referring to FIG. 4, the planetary gear unit (2) is composed of a single planetary gear (21) and a dual planetary gear (22), and the sun gears (S) of these two planetary gears are connected to each other and the carrier ( CR) are integrally connected to each other, the carrier (CR) is further connected to an output member (23), and the predetermined clutch is connected to a second one-way clutch (
A first (forward) clutch (C1) that connects the input shaft (5) and the ring gear (R1) of the single planetary gear (21) via the input shaft (5) and the ring gear (R1) via the input shaft (5) and the ring gear (R1). R1) and the second Cl5T&2
ND/3RD coast) clutch (C2), and the sun gear (S) and input shaft (5) are connected via a fourth (reverse) clutch (C4). (2ND&4TH) brake (B1
), and then lock the ring gear of the dual planetary gear with the second (reverse & IST coast) brake (B
2) and a third (overdrive) in which the first one-way clutch (Fl) is engaged, and the other clutch connects the input shaft (5) and the ring gear (R2) of the dual planetary gear (22). This is the clutch (C3).

(f) Effect Based on the above configuration, when hydraulic pressure is supplied to the hydraulic actuator (9) located on the inner diameter side of the clutch drum (6), the piston member (9a) of the actuator (9) expands to a predetermined ( Connect the first) clutch (C1). Furthermore, when hydraulic pressure is supplied to the oil chamber (7C) of the hydraulic actuator (7) located outside the clutch drum (6),
The piston member (10) moves in the axial direction, and the arm portion (10a) of the piston member (10) moves against the clutch plate (
14a) and (14b) to apply an axial force to the other (
Connect the third) clutch (C3). Then, the rotation of the input shaft (5) is caused by the clutch drum (6) and the claw part (8b).
) a torque transmission member (8) that rotates integrally with the drum.
is transmitted to the other clutch (C3) via its holding part (8a), and is transmitted to the planetary gear unit (
2) is transmitted to the other predetermined element (R2).

In addition, the other (third) clutch (C3) has a torque transmission member (8) holding a clutch plate that transmits the rotation of the clutch drum (6) to another predetermined element (R2).
Notch (10d) formed in the piston member (10)
The holding part (8a) of the clutch plate is located inside the clutch plate.
Although the open end of the piston member (10) and the opening end of the piston member (10) are at approximately the same radial position, and there is a dedicated member for torque transmission, the automatic transmission at the position of the other (third) clutch (C3) is Increased radial compactness. Further, the torque transmission member (8) and the clutch plates (14a), (14b) include a piston member (10).
There is no spring force acting to restore it.

Note that some of the symbols in parentheses are in contrast to those in the drawings, but
This does not limit equivalent configurations.

(F) Embodiments Below, embodiments of the present invention will be described. First, an outline of an automatic transmission according to the present invention will be explained with reference to FIG. 4.

The automatic transmission 1 includes a torque converter 31. A 4-speed automatic transmission mechanism 32, a reduction gear 33, and a front differential device 35. An automatic transmission mechanism 32 is disposed, a reduction gear 33 is disposed on a counter shaft 39, and a front differential device 35 is further disposed on front axle shafts 40a, 40b.

The 4-speed automatic transmission mechanism 32 has a planetary gear unit 2 formed by combining a single planetary gear 21 and a dual planetary gear 22, and the gear unit 2 has sun gears S integrally connected to each other and a carrier CR also integrally connected to each other. connected. Further, the carrier CR supports a long pinion P1 that meshes with the sun gear S and a short pinion P2 that meshes with the ring gear R2 (hereinafter referred to as the large ring gear) of the dual planetary gear. A counter drive gear 23 serving as an output element of the transmission mechanism 32 is connected. Furthermore, a link gear R1 (hereinafter referred to as a small ring gear) of a single planetary gear is connected to a first (forward) clutch C1 and a second one-way clutch F2.
and directly to the input shaft 5 via the second (IST & 2ND/3RD coast) clutch C2. Further, the large ring gear R2 is connected to the input shaft 5 via a third (overdrive) clutch C3, and a second (reverse & IST coast) brake B.
2 and the first one-way clutch F1.

Furthermore, the sun gear S is connected to the input shaft 5 via a fourth (2N reverse) clutch C4, and is connected to the input shaft 5 via a first (2N reverse) clutch C4.
D & 4TH) It is stopped by brake B1.

Further, the reduction gear 33 consists of a large gear 41 and a small gear 42 fixed to the counter shaft 39. The large gear 41 meshes with the counter drive gear 23 to become a counter driven gear, and the small gear 42 is connected to the front differential device 35. It meshes with the ring gear 43. Further, the front differential device 35 has a gear mount case 45 that fixes the ring gear 43, and the case 45 serves as a differential carrier that supports a pinion gear 46, and the pinion gear 46 has left and right front axle shafts 40a, 40b, respectively. Side gears 47a and 47b fixed to are in mesh with each other.

Based on the above configuration, the present automatic transmission 1 is configured so that the rotation of the engine crankshaft 36 is directly transmitted to the input shaft 5 via the oil flow of the torque converter 31 or by the lock-up clutch 37, and is further transmitted to the 4-speed automatic transmission mechanism 32. The speed is changed accordingly,
The speed change rotation is then transmitted from the counter drive gear 23 to the reduction gear 33, and from the ring gear 43 via the front differential device 35 to the left and right front axle shafts 40a, 40b.

The four-speed automatic transmission mechanism 32 operates as shown in FIG. 4.

That is, in the first speed state (IST), the first clutch C1 and the second clutch C2 are in the connected state, and the first one-way clutch F1 and the second one-way clutch F2 are in the locked state. In this state, the rotation of input shaft 5 is transmitted to small ring gear R1 via clutch C2, clutch C1, and one-way clutch F2, and since large ring gear R2 is fixed by one-way clutch F1, small ring gear The rotation of R1 is taken out from the carrier CR to the counter drive gear 23 as a reduced rotation.

Furthermore, when shifting from 1st to 2nd speed, the first brake B1 is activated and the sun gear S is fixed, but at this time, the first one-way clutch F1 overruns and allows the large ring gear R2 to idle, resulting in a smooth shift. shift. In the second speed state, the second clutch C2 is released, and the rotation of the input shaft 5 is transmitted to the small ring gear R1 via the first clutch C1 and the second one-way clutch F2, and then to the large ring gear. 2nd speed rotation is output from carrier CR while R2 is idling.

Then, when shifting from 2nd to 3rd speed, the first brake B1 is released and the third clutch C3 is engaged. At this time, if the overlap amount and overlap time between the brake B1 and the clutch C3 are too small, they will return to the 1st state, the tire driving force will increase, and the engine will rev up, etc. Even if the overlap time is too long and torque is transmitted from the third clutch C3 to the large ring gear R2, the small ring gear R1 will simply be idle due to the overrun of the second one-way clutch F2, resulting in a mechanical lock. It never becomes a state. Therefore, when shifting from 2nd to 3rd speed, the speed change is controlled to ensure that the amount of overlap is not too small. And 3
In the high speed state, an input is input from the input shaft 5 to both ring gears R1 and R2 via the first clutch C1, the second one-way clutch F2, and the third clutch C3, and the planetary gear unit 2 rotates integrally. Image rotation is carrier C
It is extracted from R.

Furthermore, when shifting from 3rd to 4th speed, in addition to the engagement of the first clutch C1 and the third clutch C3, the first brake B1 is engaged.
is activated. At this time, as the second one-way clutch F2 overruns, the small ring gear R1 begins to idle, and is smoothly shifted. In the fourth speed state, the rotation of the input shaft 5 is transmitted to the large ring gear R2 via the third clutch C3, and the overdrive rotation is extracted from the carrier CR while the small ring gear R1 is idling at high speed. Ru.

Note that the above description is about upshifting, but when downshifting, the operation is completely opposite to the above and is similarly smoothly operated.

In addition, in the reverse (REV) range, the fourth clutch C4 and the second brake B2 are activated, and in this state, the rotation of the input shaft 5 is input to the sun gear S.
Reverse rotation is taken out from the carrier CR based on the fixation of the large ring gear R2.

In addition, when engine braking is required, in order to prevent power transmission from being cut off due to overrun of the one-way clutches Fl and F2, the second brake B2 is used in 1st gear, 2nd gear and 3rd gear.
In the case of high speed, the second clutch C2 is operated.

Next, the automatic transmission according to the present invention will be specifically explained with reference to FIGS. 1 and 3.

As shown in FIG. 2, the automatic transmission 1 has an integral case in which a transaxle case 51, a transaxle housing 52, and a rear cover 53 are fixed together, and a torque converter 31.4 is installed in the integral case. An automatic transmission mechanism 32, a speed reduction device 33, and a front differential device 35 are housed. The input shaft 5, which is aligned with the engine crankshaft, is divided in the middle and is engaged with each other by spline.
From the engine side, torque converter 31, oil pump 5
A 5- and 4-speed automatic transmission mechanism 32 is provided.

A sleeve shaft 56 is rotatably supported by being fitted onto the input shaft 5. A sun gear S is formed at the rear end of the sleeve shaft 56, and a drum 57 is formed at the front end. Spline connected. The drum 57 has a first brake (2N
A spline is formed for the D&4TH brake) Bl, and a spline for a fourth clutch (reverse clutch) C4, which is a multi-disc clutch, is formed on the inner periphery thereof. The first brake B1 is interposed between splines formed on the outer circumference of the drum 57 and the inner circumference of the case 51, and the first brake operation hydraulic actuator 59 is connected to an oil pump 55 adjacent to the brake B1.
located on the pump cover. Further, the fourth clutch C4 is interposed between the inner circumference of the drum 57 and a hub 60 fixed to the front input shaft 5a, and the fourth A member 61a serving as a cylinder of the actuator 61 for clutch C4 is fixedly installed, and a piston is fitted into the cylinder member 60a while being biased by a spring.

Further, a boss 62 is rotatably supported by being fitted onto the sleeve shaft 56, and one end of the boss 62 is connected to a common carrier CR supporting the long pinion P1 and the short pinion P2, and the other end is connected to the common carrier CR supporting the long pinion P1 and the short pinion P2. The end is splined to the counter drive gear 23. The drive gear 23
The boss part is rotatably supported by a support wall 51a formed in the case 51 via a tapered roller bearing 63, and one side of the support wall 51a is used for the second brake (reverse & IST coast brake) B2. It serves as a cylinder for the actuator 65. A second brake B2 made of a multi-disc brake is interposed between the outer circumferential surface of the large ring gear R2 of the dual planetary gear 22 disposed on the front side of the planetary gear unit 2 and the inner circumferential surface of the case 51. The brake B2 is controlled by a piston 65a of the actuator 65. The lug portion of the piston 65a extending to the brake B2 has a comb tooth shape, and a return spring is interposed between the comb teeth.

Further, a first one-way clutch F1 is interposed between the large ring gear R2 and the outer race of the bearing 63 fixed to the support wall 51a.

On the other hand, as shown in detail in FIG.
The sleeve member 5b is rotatably fitted onto the hub portion 53a of the cover 53, and the clutch drum 6 is fixed to the rear end portion of the sleeve member 5a. A piston member 1 is disposed on the outside of the clutch drum 6 so as to cover the entire drum including the bottom 6b.
0 is arranged, and the base end 10c of the piston member 10 is fitted into the sleeve member 5b in an oil-tight manner with an O-ring, and the outer diameter side of the piston member 10 is connected to the clutch drum 6, which will be described later. The torque transmitting member 8 engages freely only for axial movement.

A collar member 69 extending from the open end of the piston member 10 and the large ring gear R2 of the dual planetary gear 22
A third (overdrive) clutch C3 consisting of a multi-disc clutch is disposed between the two. At the opening side end of the clutch drum 6, a plurality of arm parts 1 are provided as shown in FIG.
0a is extended, and by providing this arm portion 10a, a plurality of notches 10d are formed. On the other hand, a torque transmission member 8 made entirely of a ring-shaped member is disposed between the outer periphery of the clutch drum 6 and the piston member 10, and the outer periphery of the torque transmission member 8 extends in the axial direction. A holding portion 8a is formed, and the inner peripheral portion thereof forms a spline-like claw portion 8b. The holding portion 8a of the torque transmitting member 8 is located within the notch portion 10d of the piston member 10, and the claw portion 8
b fits into a spline groove 60 provided on the outer periphery of the clutch drum 6 on the opening side. The holding portion 8a of the torque transmitting member 8 has a slit 8C in the center, and a clutch plate 14b and a backing plate 14a constituting the outer diaphragm of the third clutch C3 are placed in the slit 8c. The claws are engaged. Further, the plurality of clutch disks 18 sandwiched between the respective clutch plates 14a and 14b are each held in spline engagement with a collar member 69 extending from the large ring gear R2 of the dual planetary gear 22.

The backing plate 14a located at the outermost side of the latch plate is prevented from slipping out and locked by a snap ring 24 that is detachably attached to the inside of the arm portion 10a of the piston member 10.

By thus entering the holding portion 8a of the torque transmission member 8 into the notch portion 10d of the piston member 1o,
The piston member 10 and the clutch drum 6 are prevented from relative rotation, and the clutch drum 6 and the clutch plate 1 are prevented from rotating relative to each other.
4a and 14b are prevented from rotating relative to each other. Further, since the holding portion 8a of the torque transmission member 8 is located at approximately the same position in the radial direction as the opening side end portion, that is, the arm portion 10a of the piston member 10, the compactness of the third clutch 03 portion in the radial direction is improved. There is. Also, the third clutch C
3, the outermost clutch plate 14a engaged with the snap ring 24 presses the disc plate 18, and also functions as the conventional pressing member 7d (see FIG. 6). At this time, a notch 8d (see FIG. 2(b)) is formed inside near the tip of the claw portion 8b of the torque transmission member 8.
(see) provides the advantage that even if the piston member 10 of the third clutch C3 moves (strokes) in the axial direction, the snap link 24 and the torque transmission member 8 do not interfere with each other. By omitting this pressing member 7d,
Efforts are being made to reduce the number of parts and costs, and to make effective use of the space in the automatic transmission.

Moreover, the bottom part 6b of the clutch drum 6 and the piston member 10
The hydraulic actuator 7 for operating the third clutch C3 is configured with an oil chamber 7C in the space between the bottom portion 10b of the actuator and the oil passage a in the hub 53a and the oil passage a in the sleeve member 5a. Hydraulic pressure is supplied through the hole, and the hydraulic pressure can slide the piston member 10 to directly control the clutch C3. Note that a wave spring 70 is interposed between the clutch drum 6 and the piston member 10 via a snap ring, and the spring 70 serves as a return spring for the piston member 10 which becomes the piston member for the third clutch C3. Configure. Note that the biasing force of this wave spring is the same as that of the clutch plate 14.
Since it does not act at all on the snap ring 24 that locks the third clutch C3, the snap ring 24 can be manually attached and detached, improving the ease of assembling the third clutch C3 and the replaceability of clutch parts. The piston member 10 has an oil chamber 7c.
A check ball 78a is installed for discharging the centrifugal hydraulic pressure acting on the pump. Further, a first piston member 9a is fitted inside the clutch drum 6, and a crimp plate of a first clutch (forward clutch) C1 is spline-coupled to the inner circumferential surface on the front end side of the clutch drum 6. At the same time, a connecting ring 72 is spline-engaged alongside the crimp plate. Further, the clutch plate of the first clutch C1 is connected to a thrust washer 74 held by a snap ring for preventing removal of the first clutch C1, and a large ring gear R.
The second thrust washer 73 held at the tip of the first
The one-way clutch F2 is fixed to an outer race 75 of the one-way clutch F2, and is spline-engaged with the outer peripheral surface of a hub member 75a, and the inner race of the one-way clutch F2 is formed of the outer peripheral surface of the small ring gear R1. Further, a hub member 77 is fixed to the support plate 76 that supports the small ring gear R1, and a second (IST & 2ND)
・3RD Coast) Clutch C2 is involved. Further, a second piston member 79a is fitted inside the first piston member 9a, and a spring 80 is compressed between the back surface of the piston member 79a and a collar provided on the sleeve member 5a. Therefore, the spring 80 becomes a common return spring for the first and second piston members 9a, 79a. And the bottom part 6b of the clutch drum 6
A first piston member 19a, whose inner surface is a cylinder, constitutes the hydraulic actuator 9 for operating the first clutch 01, and a second piston member 79a, whose inner surface is a cylinder, constitutes the hydraulic actuator 9 for operating the first clutch 01. clutch 02
It constitutes a hydraulic actuator 79 for operation. Note that the first piston member 9a and the second piston member 79
A check ball 78 for centrifugal hydraulic pressure relief is installed in each a.
b, 78c are provided.

Further, as shown in FIG. 3, the speed reducer 33 is arranged on a counter shaft 39 which is arranged parallel to the input shaft 5, and the counter shaft 39 is provided with roller bearings 81 and 82 in the cases 51 and 52. It is rotatably supported via. Further, a small gear 42 is formed on the counter shaft 39, and a large gear 41 is spline-engaged on the shaft 39. The large gear 41 is connected to the automatic transmission mechanism 3.
It meshes with the second counter drive gear 23 to form a counter driven gear.

Further, the front differential device 35 has a gear mount case 45 that constitutes a differential carrier.
The case 45 is rotatably supported by the cases 51 and 52 via roller bearings 83 and 85, and
A large ring gear 43 is fixed, and this gear 43 meshes with the small gear 42 to constitute a final reduction mechanism. Furthermore, a pinion gear 46 is rotatably supported within the mount case 45 by a shaft 46a, and left and right side gears 47a and 47b mesh with the pinion gear 46. These side gears 47a, 47b
Left and right front axle shafts 40a and 40b are respectively engaged with the left and right front axle shafts 40a and 40b.

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

In the first speed state, in the oil chamber of the hydraulic actuator 9,
Hydraulic pressure is supplied through the oil passage C formed in the hub portion 53a of the rear cover 53 and the hole in the sleeve member 5b, and the piston member 9a of the actuator 9 is extended, and the connecting link 7
2, the first clutch C1 is engaged, and hydraulic pressure is supplied to the hydraulic actuator 79 via the oil path d,
The piston member 79a is extended to engage the second clutch C2. In this state, the rotation of the input shaft 5 is transmitted to the first clutch C1 via the sleeve member 5b and the clutch drum 6, and is also coupled to the second clutch C2 via the coupling ring 72, and the rotation of the input shaft 5 is transmitted to the first clutch C1 via the sleeve member 5b and clutch drum 6. The signal is transmitted from C1 to small ring gear R1 via one-way clutch F2, and directly to small ring gear R1 via clutch C2. Then, the large ring gear R2 of the dual planetary gear 22 is held in a fixed state by the first one-way clutch F1, and the rotation of the small ring gear R1 is transmitted to the carrier CR at a reduced speed while idling the sun gear S, and is further transmitted via the boss 62. The signal is transmitted to the counter drive gear 23. Then, the rotation of the drive gear 23 is transmitted to the counter driven gear 41, further decelerated by the small gear 42 and the large ring gear 43, and transmitted to the front differential device 35, where the rotation is transmitted to the left and right front axle shafts 40.
a, 40b.

Then, from the first speed state, when hydraulic pressure is supplied to the hydraulic actuator 59 to operate the first brake B1, the sun gear S is fixed and the first one-way clutch F is activated.
1 overruns and the large ring gear R2 of the dual planetary gear spins idly. Then, the rotation of the small ring gear R1 from the input shaft 5 is taken out to the carrier CR as second speed rotation, and further transmitted to the counter drive gear 23. At this time, the hydraulic pressure of the hydraulic actuator 79 is released, the second clutch C2 is released, and the rotation of the input shaft 5 is exclusively transmitted to the ring gear R2 via the first clutch C1 and the second one-way clutch F2. Ru.

Further, from the second speed state, when the first brake B1 is released and hydraulic pressure is supplied to the oil chamber 7c of the hydraulic actuator 7 through the oil passage a of the hub portion 53a of the rear cover 53 and the hole of the sleeve member 5b. , the piston member 10 moves to the left in the figure and presses the backing plate 14a via the snap ring 24 that is locked to the arm portion 10a of the piston member 10, and the torque transmission that is attached to the tip of the clutch drum 6 is performed. The clutch plate 14b and the clutch disc 18 are brought into pressure contact with the member 8 to form the third clutch C3.
Connect. In this state, the rotation of the input shaft 5 is transmitted to the small ring gear R1 via the first clutch C1 and the second one-way clutch F2, and the rotation of the input shaft 5 is transmitted to the small ring gear R1 via the first clutch C1 and the second one-way clutch F2. The large ring gear R is connected via the holding portion 8b and the third clutch C3.
2, the planetary gear unit 2 rotates as a unit, and the direct rotation is transmitted to the counter drive gear 23 via the carrier CR. At this time, the hydraulic actuator 7 is given a large pressing force by the relatively wide piston area formed at the bottom 10b of the piston member 10,
The third clutch C3 is directly operated, a large operating force is reliably applied to the clutch C3, and the torque is transmitted to the third clutch C3 via the torque transmission member 8, so that the piston member 10 is No unreasonable force will act.
Further, during upshifting from 2nd speed to 3rd speed and downshifting from 3rd speed to 2nd speed, the hydraulic actuator 7 is rotating, but the oil chamber 7C of the actuator 7 is located on the relatively small diameter side, To accurately and reliably control a Kura Sochi C3 without applying a large centrifugal force and without having the oil pressure affected by the centrifugal force.

Then, when the first brake B1 is operated again from the third speed state, the sun gear S is fixed, the small ring gear R1 is idled at high speed by the second one-way clutch F2, and the rotation of the large ring gear R2 is overwhelmed by the carrier CR. It is taken out as a drive and further transmitted to the counter drive gear 23.

In the reverse range, hydraulic pressure is supplied to the hydraulic actuator 61 to extend the piston and engage the fourth clutch C4, and at the same time, hydraulic pressure is supplied to the hydraulic actuator 65 to extend the piston 65a and engage the fourth clutch C4. 2 brake B2 is activated. In this state, the rotation of the input shaft 5 is transmitted to the sun gear S via the hub 60, the fourth clutch C4, the drum 57, and the sleeve shaft 56, and since the ring gear R2 is fixed, the rotation of the input shaft 5 is transmitted to the carrier CR.
The reverse rotation is taken out from and transmitted to the counter drive gear 23.

Furthermore, when the engine brake is activated, in 1st gear, the 2nd
Activate brake B2 to fix large ring gear R2,
In addition, in 2nd and 3rd speeds, the second clutch C2 is engaged and the input shaft 5 and small ring gear R are connected regardless of reverse drive.
Connect 1.

In the above embodiment, a simple speed reduction device is disposed on the counter shaft 39, but it is also possible to dispose an underdrive transmission mechanism for switching between direct coupling and underdrive on the shaft, resulting in a 5-speed automatic transmission. It goes without saying that the present invention is applicable, and furthermore, although the above-mentioned embodiments have been described as being applied to a planetary gear unit consisting of a single planetary gear and a dual planetary gear, it is of course applicable to other planetary gear units.

(g) As described in detail of the invention, according to the present invention, the torque transmission member (
8) is arranged in the notch (10d) between the arms (10a) of the piston member (10), so the clutch ( Torque transmission member (8) applies rotational force to C3), and the clutch (C3) can be operated smoothly and reliably without applying excessive force when moving the piston member (10). .

Also, when the clutch is engaged, the snap ring (24)
The foremost backing plate (14a
) serves both as a clutch and as a pressing member, eliminating the pressing member used in conventional clutch mechanisms, reducing costs, improving space efficiency, and reducing uneven contact of the clutch plate against the disc plate. is eliminated, improving clutch durability and reliability.

A piston member (10) is attached to the snap ring (24) that locks the clutch plates (14a) and (14b).
Since the biasing force of the spring (70) applied to the clutch plate (14a) and (14b) and the clutch disk (18) can be improved in terms of workability when assembling and replacing them.

[Brief explanation of drawings]

FIG. 1 is a longitudinal sectional side view showing the main parts of the automatic transmission according to the present invention, FIG. 2(a) is a view taken along the V arrow in FIG. 1 showing the main parts of the clutch mechanism, and FIG. Fig. 2(a) is a view taken in the direction of the A arrow; FIG. 6 is a longitudinal side view showing the main parts of a conventional automatic transmission. 1... Automatic transmission 2... Brake gear unit 5... Input shaft 6... Clutch drum 8...
Torque transmission member 8a...holding part 8b...claw part 10..., piston member 10a...arm part
10d River notch C1...First (forward) clutch C3...Third (overdrive) clutch R
1... Predetermined element (ring gear of single planetary gear) R2... Other element (dual planetary gear), 14
a, 14b...Clutch plate 18...Clutch disc

Claims (1)

[Scope of Claims] 1. A planetary gear unit, a predetermined clutch that connects a predetermined element of this planetary gear unit and an input shaft, another clutch that connects another predetermined element of the planetary gear unit and the input shaft; In an automatic transmission comprising a clutch drum that rotates integrally with an input shaft and connects the predetermined clutch, and the other clutch piston member that is mounted on the outside of the clutch drum so as to be movable in the axial direction. , a plurality of arms extending from the opening side end of the piston member at appropriate intervals, and a claw portion attached to the outer periphery of the clutch drum in a relatively non-rotatable manner, and formed between the arms of the piston member. a torque transmitting member, each of which has a holding portion extending into a notch portion thereof, and a clutch plate of the other clutch is connected to a plurality of clutch discs on the other predetermined element side at an arm portion of the piston. A clutch device for an automatic transmission, characterized in that a predetermined axial force is applied between the two, and the clutch device is applied with a rotational force by engaging with an inner diameter side of a holding portion of the torque transmitting member. 2. A backing plate disposed on the foremost side of the piston member among the clutch plates is locked to the arm portion with a snap ring, and serves as a pressing member for another clutch when the piston member is actuated. Clutch device in the automatic transmission according to item 1.