JPH0730816B2 - Structure of the brake section in an automatic transmission - Google Patents

Description

TECHNICAL FIELD The present invention relates to an automatic transmission, and more particularly to an automatic transmission for a vehicle used together with a torque converter, and more particularly to a structure of a brake unit in the automatic transmission.

(B) Conventional Technology Generally, an automatic transmission is provided with two single planetary gear units, the sun gears of both planetary units are common, and the carrier of the first planetary gear unit and the ring gear of the second planetary gear unit are integrally connected. It is configured by the so-called Simpson method,
By selectively inputting to the ring gear and / or sun gear of the first planetary gear unit with a clutch, and locking a predetermined rotating element of the planetary gear unit with a brake or a one-way clutch, and further integrally connecting to a carrier of the first planetary gear unit. Output from the ring gear of the second planetary gear unit that is in operation to obtain the third forward speed.

A 2nd coast brake that directly stops the sun gear and a 2nd brake that stops through the one-way clutch are provided, and a 1st reverse brake and a one-way clutch that stop the carrier of the second planetary gear unit are also provided. However, these brakes are arranged at different positions in the axial direction.

Further, conventionally, the 4-speed automatic transmission is based on the 3-speed automatic transmission mechanism including the two planetary gear units described above.
An overdrive (O / D) mechanism or an underdrive (U / D) mechanism consisting of one planetary gear unit is attached to the third speed automatic transmission mechanism to obtain a forward four speed shift stage.

By the way, in recent years, due to, for example, F / F (front engine / front drive) of vehicles and higher horsepower, automatic transmissions are required to be further downsized and transmission torque capacity is required to be increased. However, a four-speed automatic transmission including the above-mentioned O / D mechanism and the like and including three planetary gear units cannot satisfy the above demand.

Therefore, Japanese Patent Laid-Open No. 183147/1984 proposes an automatic transmission mechanism in which two clutches are added to a conventional so-called Simpson type planetary gear unit to obtain a fourth speed. That is, in the automatic transmission mechanism, the third clutch is interposed between the sun gear of the first planetary gear unit and the sun gear of the second planetary gear unit, which are integrally connected in the conventional Simpson system, and the sun gear of the first gear unit is interposed. And the carrier of the second gear unit via the fourth clutch, the third clutch is disengaged to separate the first gear unit and the second gear unit, and the third clutch is connected to connect the third clutch. In addition to supplying an input to the carrier of the two-gear unit, fixing the sun gear of the second gear unit and outputting the overdrive from the ring gear, the fourth speed is obtained in addition to the conventional third speed.

(C) Problems to be Solved by the Invention By the way, in the improved 4-speed automatic transmission described above, each brake is arranged in series in the axial direction like the Simpson type 3-speed automatic transmission mechanism. Since the structure becomes long in the direction, it is impossible to cope with the further miniaturization. Furthermore, since the brakes are arranged over the entire length in the axial direction, the hydraulic actuators and oil passages for operating these brakes are also arranged individually, which complicates the structure and makes the assembly and maintenance troublesome. It has become.

Therefore, in the present invention, the brake and the one-way clutch are collectively arranged at different positions in the radial direction,
These brake hydraulic actuators are also arranged at different positions in the radial direction and are arranged at substantially the same position in the axial direction, and in particular, the axial direction is made compact, thereby providing an automatic transmission that solves the above problems. It is intended.

(D) Means for Solving the Problems The present invention has been made in view of the above circumstances, and includes a torque converter 31, an automatic transmission mechanism 10 drivingly connected to the torque converter, the torque converter, and the torque converter. In the structure of the brake portion 49 in the automatic transmission including the oil pump 47 arranged between the automatic transmission mechanism portion, the automatic transmission mechanism portion 10, the planetary gear unit 2,
3, a first brake B ₁ for directly stopping the predetermined rotating element S of the planetary gear unit, a first hydraulic actuator 56 for engaging and disengaging the first brake, and a one-way clutch F ₁ for connecting the predetermined rotating element. a second brake B ₂ is stopped through, and a second Akucheeta 55 disengaging the second brake, the first brake B _1, second brake B ₂ and the one-way clutch F ₁ Between the planetary gear units 2 and 3 and the oil pump 47 at different radial positions and at substantially the same axial position, and the first hydraulic actuator 56 and the second actuator 55 are respectively and different positions in the radial direction by the first brake B ₁ and the second axial said Oiruhonpu 47 side of the brake B ₂ is disposed in the axial direction in a substantially same position, the first hydraulic actuator 56 and the second hydraulic actuator 55 each have a first cylinder 56a and a second cylinder 55a, and the first cylinder and the second cylinder are formed in the case 37a of the oil pump 47, In the structure of the brake unit in the automatic transmission characterized by

Specifically, the case 37a is the brake B _1, first circular protrusions 37a protruding B ₂ side 'and a second annular ridge 37
a ″, and the first brake B ₁ and the second brake B ₂ are hydraulic multi-disc brakes, and are connected to a predetermined rotary element and extend outside the flange 54. A first brake B ₁ is arranged between the flange portion 54a and the first annular protrusion 37a ′ of the case 37a, and the second annular portion of the case 37a on the inner diameter side of the first brake is arranged. Between the ridge 37a ″ and the base 54b of the flange 54, the one-way clutch F ₁ and the second brake are radially outward from the base 54b.
B ₂ is placed.

The first and second annular ridges 37a which brake B _1, B ₂ are engaged ', 37a at least one of "is configured in a comb teeth shape, back between the comb teeth for the brake spring
64 and 68 are provided.

As shown in FIG. 2 or 4, the automatic transmissions 10 ₁ and 10 ₂ are provided with a single planetary gear unit 2 and a dual planetary gear unit 3, and the carrier CR (CR ₁ , CR ₁ of both planetary gear units 2 and 3). CR ₂ ) and the sun gears S (S ₁ , S ₂ ) are integrally connected to each other, and the rotating elements R ₁ and R ₁ of the planetary gear units 2 and 3 are appropriately connected.
S, (R ₂ ) are connected to the input member 5 via the clutches C ₁ , C ₂ , and (C ₀ ), respectively, and the carrier CR is connected to the output member 9, and the sun gear S is the first member. Brake B ₁
Alternatively, it is stopped by the second brake B ₂ .

For example, in the case of three-speed automatic transmission mechanism 10 _1, as shown in FIG. 2, the input member 5 which connects the engine output shaft 15 through the torque converter 16 or the lock-up clutch 17, the first clutch It is connected to the ring gear R ₁ of the single planetary gear unit 2 via C ₁ and to the sun gear S via the second clutch C ₂ . Further, the sun gear S is directly braked by the first brake B ₁ and the second brake B _{2 is} passed through the _first one-way clutch F _1.
Is restricted from rotating in one direction by the ring brake R ₂ of the dual planetary gear unit 3 and the third brake B ₃
Is directly braked by the second one-way clutch
The rotation of F ₂ in one direction is restricted.

Further, in the case of the 4-speed automatic transmission mechanism 10 ₂ , as shown in FIG. 4, in addition to the 3-speed automatic transmission 10 ₁ , the input member 5
It is connected to the ring gear R ₂ of the dual planetary gear 3 via the clutch C ₀ . Further, a third one-way clutch F ₀ is interposed between the input member 5 and the sun gear S so as to prevent the rotation of the sun gear S from exceeding the rotation of the input member I.

(E) based on the effect mentioned above configuration, three-speed automatic transmission mechanism 10 ₁ shown in FIG. 2
Operates according to the operation table shown in FIG. That is, the first (forward) clutch C ₁ is in the 1st speed state in the D range.
Connect. Then, the rotation of the input member (shaft) 5 is transmitted to the ring gear R ₁ of the single unit 2 via the clutch C ₁ , and in this state, the ring gear R ₂ of the dual unit 3 is rotated by the second one-way clutch F _2. Since the sun gear S is idled in the reverse direction, the common carrier CR is significantly decelerated and rotated in the forward direction, and the rotation is extracted from the output member (gear) 9. Further, in the second speed state, the second (second) brake B ₂ is operated in addition to the connection of the first clutch C ₁ . Then, the sun gear S brakes B ₂
The rotation of the ring R ₁ from the input member 5 is stopped by the operation of the first one-way clutch F ₁ based on
While rotating the ring gear R ₂ of the dual unit 3 in the positive direction, the carrier CR is decelerated and rotated in the positive direction, and the rotation is taken out to the output member 9 as the second speed. Also, in the third speed state,
In addition to connecting the first (forward) clutch C ₁ , the second (direct) clutch C ₂ is connected. Then, the rotation of the input member 5 is transmitted to the sun gear S together with the ring gear R ₁ , and the planetary gear unit 2 integrally rotates, and accordingly, the carrier.
The CR also rotates integrally with the output member 9 and the same speed rotation as the input member 5 is taken out. Note in this case, the second brake B ₂ before connection of the direct clutch C ₂ is dissociated, since reverts back to the first speed state or the second brake B ₂ dissociates after clutch C ₂ is connected, or engage Leave it alone. Furthermore, in the reverse (R) range, the second clutch C ₂ and the third (1st
・ Reverse) Brake B ₃ is activated. Then, the rotation of the input member 5 is transmitted to the sun gear S via the clutch C ₂ .
And in this state, since the ring gear R ₂ of the dual unit 3 is fixed by the operation of the third brake B ₃ , the carrier CR is also reversed while the ring gear R ₁ of the single unit 2 is reversed, and the reverse rotation of the carrier causes the output member to rotate. It is taken out to 9. Further, in the 1st range, in addition to the 1st speed state in the D range, the third brake B ₃ operates. Therefore, when the engine is braked (input / output reverse rotation), in the D range, the transmission is disengaged by the one-way clutch F ₂ and becomes idle, but in the 1 range, the brake B ₃ causes the ring gear R ₂
Is in a fixed state and is kept in the first speed state. Furthermore, the first speed in the second range is the same as the first speed in the D range, and the second speed is
The 1st (2nd coast) brake B ₁ operates in addition to the 2nd speed in the D range. Then, when the engine is braked, the one-way clutch F ₁ causes the idling state in the D range, but in the 2 range, the sun gear S is fixed by the brake B ₁ and is maintained in the second speed state.

Further, four-speed automatic transmission mechanism 10 ₂ is shown in Figure 4, it operates as the operation table shown in FIG. 5. Incidentally, R Nji, 1 speed in the 2nd range and D-range, 2 Hayatoki is omitted because it is the same as the 3-speed automatic transmission mechanism 10 ₁ described above. That is, D
In the third speed state in the range, the third clutch C ₀ is connected in addition to the connection of the first clutch C ₁ . Then, the rotation of the input member 5 is transmitted to the ring gear R ₁ of the single unit 2 via the clutch C ₁ and simultaneously to the ring gear R ₂ of the dual unit 3 via the clutch C ₀ . Therefore, each element of both planetary gear units 2 and 3 rotates integrally, and the same speed rotation as the input member 5 is transmitted from the carrier CR to the output member 9. At this time, the second brake B ₂ is maintained in the locked state until the clutch C ₀ is engaged, and once the second speed B1
The third one-way clutch F ₀ rotates synchronously in a state in which the return to the high speed state is prevented and the planetary units 12 and 13 are integrally rotated after the engagement of the clutch C ₀ is completed. Then, in the fourth speed state, the first clutch C ₁ is disengaged and the first brake B ₁ is operated. Then, the rotation of the input member 5 is transmitted via the clutch C ₀ to the ring gear R _{2 of the} dual unit 13.
And the sun gear S is stopped in this state, the carrier CR rotates at high speed while increasing the speed of the single unit ring gear R ₁ by idling, and the high speed rotation acts as overdrive (O / D) to the output member 9 Taken out. In addition,
At the time of upshifting from the 3rd speed to the 4th speed, the first clutch C ₁ is disengaged prior to the operation of the first brake B ₁ , and the third one-way clutch F ₀ prevents the sun gear S from increasing in speed. A time allowance is given to the locking operation of the 1 brake B ₁ , the operation timing is facilitated, and the shift shock due to the grip change is prevented to achieve a smooth shift. Further, at this time, the second brake B ₂ and the first one-way clutch F ₁ may be engaged. Similarly, at the time of downshifting from the 4th speed to the 3rd speed, the presence of the third one-way clutch F ₀ prevents the sun gear S from rotating faster than the input member 5 due to the release of the first brake B ₁ , A time allowance is given to the connection of the 1-clutch C ₁ , the operation timing is facilitated, and a shift shock due to a grip change can be prevented to achieve a smooth shift. The 3rd range is the same as the 1st speed, the 2nd speed, and the 3rd speed in the D range.

Then, in the above-described 3-speed automatic transmission mechanism 10 ₁ and 4-speed automatic transmission mechanism 10 ₂ , ₂ in the D range (and 3 range).
Pressure oil is introduced into the oil actuator 55 at the time of high speed shift, and the second brake B ₂ is operated. Then, the outer race of the first one-way clutch F ₁ is locked to prevent rotation in one direction, and the flange base 54b is locked,
As a result, the sun gear S integrated with the flange is restricted from rotating in one direction. Further, during the second speed shift in the second range, pressure oil is introduced into the actuator 56, and the first brake B ₁ also operates. Then, in addition to the locking by the one-way clutch F ₁ , the flange outer diameter flange portion 54a is directly stopped, and the bidirectional rotation of the sun gear S is restricted. Further, the first brake B ₁ is similarly actuated when the fourth speed automatic transmission mechanism 10 _{2 is} in the fourth speed.

(F) Examples Hereinafter, examples embodying the present invention will be described.

3-speed automatic transmission 1 ₂ with an automatic transmission mechanism 10 _1, as shown in FIG. 6, includes a torque converter 31,3 speed automatic transmission mechanism 10 _1, additional transmission unit 20 ₂ and the differential portion 35 In addition, these parts are housed in a transaxle housing 36, a transaxle case 37, and a transaxle cover 39 that are integrally joined to each other. The converter unit 31 is composed of the torque converter 16 and the lockup clutch 17 (see FIG. 2), and connects the oil flow in the torque converter 16 or the lockup clutch 17 from the shaft 15 connected to the engine crankshaft. It is transmitted to the input shaft 5 in the automatic transmission mechanism unit 10 ₁ via. Incidentally, the oil pump 47 is provided between the portion of the valve body 46 is disposed, also the automatic transmission mechanism 10 ₁ and the torque converter 31 to the upper portion of the transaxle case 37.

3-speed automatic transmission mechanism 10 ₁ includes a brake unit 49, output unit 50 outward in the axial direction from the engine output unit, the planetary gear unit portion 51 and the clutch unit 6 are arranged in this order, the input shaft 5 further A hollow shaft 53 is rotatably supported by being fitted therein. Then, the planetary gear unit section 51
Is composed of a single gear unit 2 and a dual gear unit 3, and the single unit 2 is composed of a sun gear S ₁ formed on a hollow shaft 53, a ring gear R ₁ , and a carrier CR ₁ supporting a pinion P ₁ meshing with these gears, the dual unit 3 sun gear S ₂ formed on the hollow shaft 53, the ring gear R _2, and the first pinion P ₂ meshing with the sun gear S ₂
And a carrier CR ₂ that supports the pinion P ₂ that meshes with the ring gear R _{2 so as} to mesh with each other. The two units 2 and 3 are both sun gears S ₁ and S ₂ which are gears with the same number of teeth formed on the hollow shaft 53 (hereinafter simply referred to as S), and the carriers CR ₁ and CR ₂ are three. It is constructed integrally with the side plate (hereinafter simply referred to as CR). In this example, the pinion P ₁
Although P and P ₂ are configured separately, they may be configured as an integral long pinion P as shown in FIG. 2, and both sun gears S ₁ and S ₂ may be configured in common.

Further, as shown in detail in FIG. 1, the brake portion 49 has a first one-way clutch F ₁ and a second brake B ₂ which are arranged at substantially the same position in the axial direction and different positions in the radial direction.
And the first brake B ₁ . Further, a flange 54 is fixed to the other end of the hollow shaft 53 forming the sun gear S, and the flange 54 has a flange portion 54a on its outer diameter portion and a base portion 54b on its inner diameter portion. Meanwhile, pump case 3
2-stage annular ridges 37a in 7a ', 37a "are formed, the outer annular ridge portion 37a' between the aforementioned flange portion 54a, the first brake B ₁ consisting of multiple disc brake It is arranged in a splined connection, and the inner annular protrusion 37a ″ and the base 5 are arranged.
4b, the first one-way clutch F ₁ from the inner diameter side,
The second brake B ₂ consisting of splined to the multi-plate brake between the outer race 110 and the protruding portion 37a "of the clutch F ₁ is arranged. Moreover, the case 37a 2
A first cylinder 56a is formed between the ridges 37a ', 37a "of the step, and a hydraulic actuator 56 for the first brake is arranged in the first cylinder 56a. A second cylinder 55a is formed on the inner diameter side of the square protrusion 37a ', and a hydraulic actuator 55 for the second brake is arranged in the second cylinder 55a.
Both of the annular protrusions 37a ', 37a "are formed in the shape of comb teeth, and a first brake return spring 64 and a second brake return spring 68 are respectively arranged between the comb teeth, and these springs are arranged. 64 and 68 are provided between the side plate a of the brakes B ₁ and B ₂ in the direction away from the actuator and the tongue plate b extending from the actuators 56 and 55. Note that the case 37a includes hydraulic pressures. An oil passage for supplying pressure oil to the actuators 55, 56 is formed.

Further, the brake portion 49 'may have the configuration shown in FIG.
That is, the flange 54 is formed larger in the outer diameter direction, and the spline S is formed on the inner peripheral surface of the flange portion 54a. On the other hand, the case 37a has only one annular protrusion 37a ″, the first brake B ₁ is interposed between the outer peripheral spline and the spline S, and the inner peripheral spline of the annular protrusion 37a ′ is also provided. A second brake B ₂ is arranged between the outer peripheral spline of the outer race 110 of the one-way clutch F ₁ and the return spring 68 for the second brake, like the one in FIG. The return spring 64 for the first brake, which is arranged in the portion 37a ″, is arranged in the transaxle case 37 and extends outwardly from the actuator 56 in the tongue plate b.
The spring 64 is contracted between and.

On the other hand, the output unit 50 is a partition wall 37 formed on the axle case 37.
The b has a counter drive gear 9 supported by a bearing 57, and the gear 9 is connected to the carrier CR via a spline. Further, the outer race portion of the bearing 57 is non-rotatably fixed to the partition wall 37b and extends in the axial direction, and the extended portion is also used as the inner race of the second one-way clutch F ₂ . In addition, a connecting member that is spline-coupled to the ring gear R ₂ of the dual unit 3 and extends in the axial direction to form an outer race is disposed, and a second one-way clutch is provided between these two races.
F ₂ is interposed. Further, the ring gear R ₂ outer periphery and between the axle case 37 and the third brake B ₃ interposed, and the hydraulic actuator 60 to the partition wall 37b side wall surface has a second
It is arranged as sandwiched between the one-way clutch F _2. Further, the hydraulic actuator 60 has an arm having a cylindrical comb tooth shape, and the arm extends axially through the outer diameter side of the second one-way clutch F ₂ .
A third spring B ₃ is controlled, and a return spring is arranged on the comb teeth of the third brake B ₃ .

The clutch unit 6 is the first (forward) clutch C ₁
And the second (direct) comprises a clutch C _2, and located in the automatic transmission mechanism 10 ₁ tip housed in the transaxle cover 39 portion. Also, a flange portion 5a is integrally connected to the tip end portion of the input shaft 5, and the flange portion 5a is
A movable member 62 is fitted to the 5a, and the movable member 62 is
A piston member 63 is fitted in the. In addition, the movable member 62
Defines an oil chamber 65 at its inner diameter portion with the flange portion 5a, has its outer diameter portion coupled to the flange portion 5a so as to prevent relative rotation, and has a slight gap d ₁ with the first clutch. Are open and are in contact with each other to form a hydraulic actuator for the first clutch C ₁ . Meanwhile, the piston member 63
Forms an oil chamber 67 between the movable member 62 and the second clutch C _{2 on} the opposite surface and a distance d larger than the distance d _1.
2 (d ₁ <d ₂ ) is in contact with the second clutch C ₂ and
It constitutes a hydraulic actuator for the second clutch C ₂ . Further, a spring 70 is contracted between the piston member 63 and the ring fixed to the flange connecting portion 5b, and the spring 70 constitutes a return spring common to the piston members 62 and 63 of both hydraulic actuators. is doing.
Further, the first clutch C ₁ is interposed between the outer circumference of the flange portion 5a and the outer circumference of the ring gear R ₁ of the single unit 2, and the second clutch C ₂ is the inner circumference of the movable member 62 and the hollow shaft 53.
It is interposed between the flange portion 53b connected to the tip.

On the other hand, the additional shifting portion 20 ₂ has a counter shaft 71 which is rotatably supported by the axle case 37, a single planetary gear unit 26 for underdrive the tip portion of the shaft 71 (U / D) The sub-transmission unit 22 is attached. Further, a differential drive pinion 23 is connected to and supported by the shaft 71, and a counter driven gear that meshes with a counter drive gear 9 is provided on a hollow boss portion 23a of the pinion 23.
21 is rotatably supported by bearings. The planetary gear unit 26 includes a sun gear S ₃ , a carrier CR ₃ that supports the pinion P ₃ and is connected to the differential drive pinion 23, and a ring gear R ₃ that is integrally connected to the counter driven gear 21. Further, a boss member 76 on which the sun gear S ₃ is formed is rotatably supported on the shaft 71, and a flange portion 76a is coupled to the boss member 76. And the boss member 76
Connecting member 37c connected to the tip and axle case 37
The 4 (U / D) the one-way clutch F ₃ is interposed, also the 4 (U / D) brake B ₄ consisting of band brake on the outer periphery of the flange portion 76a is disposed between the . Further, the inner circumference of the flange portion 76a and the carrier C of the gear unit 26 are
A fourth (U / D direct) clutch C ₃ is interposed between R ₃ and R ₃ , and the clutch C ₃ is controlled by a hydraulic actuator 77 formed in the flange portion 76a. A spring 80 for returning the actuator 77 is arranged inside the flanged side plate 79 that constitutes the carrier CR ₃ .

Further, the differential portion 35 is rotatably supported by the axle case 37, and the left and right front axles 81l, 81
r, a differential gear unit 82, and a ring gear mount case 83. A ring gear 85 meshing with the differential drive gear 73 is fixed to the mount case 83, and a pinion 86 of the differential gear unit 82 is supported to form a differential carrier. In addition, the differential gear unit
The left and right side gears 87l, 87r of 82 mesh with the differential pinion 86 and are connected to the left and right front axles 81l, 81r.

Next, the operation of the above embodiment will be described with reference to the schematic diagram shown in FIG. 7 and the operation table shown in FIG.

Engine torque is transmitted to the third speed input shaft 5 of the automatic transmission mechanism 10 ₁ through the torque converter 31. Then, in the speed-change mechanism section 10 _1, the third clutches C ₁ by the operation table shown in FIG, C _2, each brake B _1, B _2, B ₃ and the one-way clutch F _1, F ₂ described above operates Based on the above, the forward third speed and the reverse first speed are obtained, and the changed rotation is transmitted from the counter drive gear 9 to the counter driven gear 21 of the additional transmission unit 20 ₂ . Furthermore, in the additional transmission unit 20 _2, the clutch C ₃ by the operation table shown in FIG. 8, are 2 shift to the direct and U / D on the basis of the operation of the brake B ₄ and the one-way clutch F _3.
Then, the shifts of the automatic transmission mechanism unit 10 ₁ and the additional transmission unit 20 ₂ are combined to obtain a total of four forward speeds (six maximum speeds are possible). That is, the first speed of the automatic transmission mechanism 10 ₁ is in the first speed and second speed and additional transmission portion 20 ₂ throughout In the U / D state, to obtain a second speed, then the automatic transmission mechanism 10 ₁ 2 In the state of high speed, the additional transmission unit 20 ₂ is directly connected to obtain the third speed, and from this state, the automatic transmission mechanism unit 10 _{1 is changed} to the third speed to obtain the entire fourth speed. Then, the forward fourth speed rotation is transmitted from the differential drive pinion 23 to the ring gear 85 of the differential portion 35, and further transmitted to the left and right front axles 81l and 81r by the differential gear unit 85 to drive the front wheels.

Next, based on FIG. 9, an automatic transmission 1 ₄ (1 ₅ ) having a 4-speed automatic transmission mechanism unit 10 ₂ will be described. The present automatic transmission is different from the above-described embodiment only in the clutch portion of the automatic transmission mechanism portion, and thus the other portions are denoted by the same reference numerals and the description thereof will be omitted.

Automatic transmission 1 ₄ (1 ₅₎ has a 4-speed automatic transmission mechanism 10 _2, and the speed-change mechanism section 10 ₂ clutch at a portion which is covered at its front end portion or the transaxle cover 39 ' 6 '. The clutch portion 6'is the first clutch
The third clutch C ₀ is arranged side by side with C ₁ in the axial direction,
Further, the third one-way clutch F ₀ is arranged between the return spring 70 and the flange portion 53b. Therefore, since the third clutch C ₀ and the one-way clutch F ₀ are located at different positions in the radial direction, the third clutch C ₀ is configured to be axially longer than the third speed automatic transmission mechanism 10 ₁ by the width of the clutch C ₀ . Further, the first clutch C ₁ and the second clutch C ₂ , and their hydraulic actuators 62 and 63 are the three-speed automatic transmission mechanism unit 10 _{1 described above.}
Substantially the same as the above, except that the ring gear R ₁ engaged with the first clutch C ₁ is engaged via the connecting member 92, and the flange portion engaged with the second clutch C _2. The difference is that the collar portion of 53b is configured to be long in the axial direction, and the flange portion 5a coupled to the tip of the input shaft 5 is configured to be long in the axial direction. A tubular movable member 93 is fitted around the outer periphery of the flange portion 5a, and the movable member 93 has a reaction force member whose one end inner peripheral surface is fitted to the flange portion 5a.
The third clutch C ₀ fitted in 95 in an oil-tight manner and having an oil chamber 96
Constitutes an actuator for. Further, the movable member
A tongue member 99 capable of contacting the third clutch C ₀ is hung and fixed in the inner diameter direction at the tip of 93, and between the other end of the movable member 93 and the ring fixed to the flange portion 5a. The return spring 100 is retracted.

Next, the operation of the above-described embodiment will be described with reference to the schematic diagram shown in FIG. 10 and the operation table shown in FIGS. 11 and 12.

Input shaft 5 to which power is transmitted via the torque converter 31
The fifth rotating at 4-speed automatic transmission mechanism 10 _2, as described above
Each clutch C ₁ , C ₂ , C ₀ , each brake according to the operation table shown in the figure
Based on the operation of B ₁ , B ₂ , B ₃ and the one-way clutches F ₁ , F ₂ , F ₀ , the fourth forward speed and the first reverse speed can be obtained. Furthermore, the displacement speed rotation, at the additional transmission unit 20 _2, the clutch C ₃ by the operation table shown in FIG. 11 or FIG. 12, the direct and U / D on the basis of the operation of the brake B ₄ and the one-way clutch F ₃ The speed is changed.
Then, the respective shifts of the automatic transmission mechanism 10 ₂ and the additional transmission unit 20 ₂ are combined, and the entire transmission has 5 forward speeds (1 ₄ ) or 6 forward speeds (1 ₅ ) (a maximum combination of 8 speeds is possible. ) Is obtained. That is, four-speed automatic transmission mechanism 10 ₁ of the first speed and the additional transmission unit 2
0 total combination of _two of the U / D obtained in the first speed, then the whole obtained in the second speed by switching the mechanism unit 10 ₂ to direct the additional transmission unit 20 ₂ while the first speed, further mechanism 10 ₂ To the second speed and the additional transmission unit 20 ₂ is switched to U / D to obtain the third speed as a whole, and then only the additional transmission unit 20 ₂ is directly connected to obtain the fourth speed, and in the direct connection state, automatic transmission mechanism portion 10 ₂ a third speed, fifth speed throughout switched to the fourth speed, so as to obtain a 6-speed, automatic transmission 1 ₅ of Susumusoku sixth speed is obtained. Also, from the automatic transmission ₁₅
By eliminating the second speed state in which the automatic transmission mechanism unit 10 ₂ is in the first speed and the additional transmission unit 20 ₂ is in U / D, the automatic transmission 1 _{4 in the} fifth forward speed is obtained.

(G) Effect of the Invention As described above, according to the present invention, the first brake
B ₁ , the second brake B ₂ and the one-way clutch F ₁ are arranged at different positions in the radial direction and at substantially the same position in the axial direction, and the first hydraulic actuator 56 and the second hydraulic actuator 55 are arranged in the radial direction. because disposed substantially in the same position in different positions in an axial direction in the direction, it is possible to shorten the axial length, since it is arranged further that collectively these brake B _1, B _2, these brakes The hydraulic actuators 55, 56 to be operated and the oil passages are also simple in configuration, and in combination, the automatic transmission can be made more compact, and the assemblability and maintainability can be improved.

Further, the first cylinder 56a and the second cylinder 55a of the first and second hydraulic actuators are connected to the oil pump 47
Since it is formed in the case 37a, the cylinder and the oil pump case can be shared, and the axial length can be further shortened accordingly.

Further, between the outer diameter flange portion 54a and the base portion 54a extending in the axial direction of the flange 54 connected to the predetermined rotating element S, and the annular protrusion portion 37a ″ (and 37a ′) extending in the axial direction from the case 37a, 1 brake B ₁ , 2nd brake B ₂ and one-way clutch F
Case 37a in which ₁ is arranged and is adjacent to each brake B ₁ , B ₂
By disposing the hydraulic actuators 55 and 56 for operating the brakes, useless space is eliminated, the compactness is ensured, and the ease of assembly and disassembly is ensured.

Further, if the annular projection 37a ″ (and 37a ′) of the case 37a is formed in a comb tooth shape and the brake return spring 68 (and 64) is arranged between the comb teeth, a special space for the return spring is provided. It is possible to prevent an increase in the radial direction without requiring

Further, the automatic transmission includes a single planetary gear unit 2 and a dual planetary gear unit 3, and integrally connects the carriers CR and the sun gears S,
Further, the rotating elements R ₁ and S ₁ (R ₂ ) are appropriately connected to the clutches C ₁ and
If the input member 5 and the carrier CR are connected to the output member 9 through C ₂ and (C ₀ ), and the predetermined rotating element is the sun gear S, the third gear, the fourth gear, and the auxiliary gear can be formed in a compact configuration. It is possible to obtain a larger number of gears with a combination of speed change units and to achieve a shift mooth during upshifting from the second speed to the third speed and downshifting from the third speed to the second speed by interposing the _one- way clutch F _1. You can

[Brief description of drawings]

FIG. 1 is an enlarged cross-sectional view showing an essential part of the present invention, FIG. 2 is a schematic view showing a three-speed automatic transmission mechanism to which the present invention can be applied, and FIG. 3 is a view showing operating states of respective elements thereof. FIG. 4 is a schematic diagram showing a 4-speed automatic transmission mechanism to which the present invention can be applied, and FIG. 5 is a diagram showing operating states of respective elements thereof. FIG. 6 is an overall sectional view showing an embodiment according to the present invention, FIG. 7 is a schematic view thereof, and FIG. 8 is a view showing an operating state of each element thereof. Further, FIG. 9 is an overall sectional view showing another embodiment according to the present invention, FIG. 10 is a schematic view thereof, and FIGS. 11 and 12 are diagrams showing operating states of respective elements in different modes. FIG. 13 is a sectional view showing a partially modified embodiment. 1 ₂ , 1 ₄ , 1 ₅ ...... Automatic transmission, 2 ...... Single planetary gear unit, 3 ...... Dual planetary gear unit,
5 ... input member (shaft), 9 ... output member (counter drive gear), 10 ₁ ... (3 speed) automatic transmission mechanism (part), 10 ₂
...... (4th speed) automatic transmission mechanism (part), 20 ₁ , 20 ₂ ...... additional transmission part, 31 ...... torque converter (part), 37 ...... (transaxle) case, 37a ...... case, 37a '... … First annular ridge, 37a ″ …… Second annular ridge, 49,49 ′ ……
Brake part, 53 …… hollow shaft, 54 …… flange, 54a ……
Outer diameter collar part, 54b ... base part, 55, 56 ... hydraulic actuator, 55a, 56a ... cylinder, 64, 68 ... return spring, C ₁ ... first clutch, C ₂ ... second clutch , C ₀
...... Third clutch, B ₁ ...... First brake, B ₂ ...... Second brake, B ₃ ...... Third brake, F ₁ ...... First one-way clutch, F ₂ ...... Second One-way clutch,
F ₀ ...... Third one-way clutch, R ₁ , R ₂ , R ₃ ...... Ring gear, S ...... Predetermined rotating element, S, S ₁ , S ₂ , S ₃ ...... Sun gear,
P, P ₁ , P ₂ , P ₂ ′, P ₃ …… Carrier pinion, CR, CR ₁ , CR ₂ , CR
₃ …… Carrier.

Claims (4)

[Claims] 1. A brake in an automatic transmission including a torque converter, an automatic transmission mechanism portion drivingly connected to the torque converter, and an oil pump arranged between the torque converter and the automatic transmission mechanism portion. In the structure of the section, the automatic transmission mechanism section includes a planetary gear unit, a first brake that directly stops a predetermined rotating element of the planetary gear unit, a first hydraulic actuator that disengages the first brake, and A second brake that stops a predetermined rotating element via a one-way clutch and a second actuator that engages and disengages the second brake are provided, and the first brake, the second brake, and the one-way clutch are Between the planetary gear unit and the oil pump, the positions are different in the radial direction and substantially the same in the axial direction. The first hydraulic actuator and the second actuator are located at different positions in the radial direction on the oil pump side in the axial direction of the first brake and the second brake, respectively, and at substantially the same position in the axial direction. And the first hydraulic actuator and the second hydraulic actuator each have a first cylinder and a second cylinder, and the first cylinder and the second cylinder are formed in the case of the oil pump. The structure of the brake part in the automatic transmission is characterized by: 2. The case has a first annular protruding portion and a second annular protruding portion protruding toward the brake side, and the first brake and the second brake are hydraulic multi-disc brakes. And a first brake disposed between the outer diameter flange portion of the flange, which is connected to the predetermined rotating element and extends in the outer diameter direction, and the first annular protrusion portion of the case, The second of the case on the inner diameter side of the first brake
The structure of a brake in an automatic transmission according to claim 1, wherein a one-way clutch and a second brake are arranged between the annular protrusion and the base of the flange in the radial direction from the base. . 3. The first and second engagements of the brake.
3. The structure of the brake portion in the automatic transmission according to claim 2, wherein at least one of the annular protrusions is formed in a comb tooth shape, and a brake return spring is arranged between the comb teeth. 4. The automatic transmission comprises a single planetary gear unit and a dual planetary gear unit, integrally connects carriers of both planetary gear units and sun gears to each other, and further connects appropriate rotating elements of these planetary gear units via a clutch. The structure of the brake unit in the automatic transmission according to claim 1, wherein the planetary gear unit is connected to an output member, the carrier is connected to an output member, and the predetermined rotating element of the planetary gear unit is a sun gear.