JPH0914292A - Engaging element for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a manufacturing cost and drag resistance in an engaging element for an automatic transmission. SOLUTION: As engaging element for an automatic transmission is provided with an outer ring 50 pressed by a second piston 88 and having a conical face 52 coming in contact with a conical face 44 of an inner ring 42 connected to a planetary gear member, and a thrust ring 60 connected to the outer ring 50 by a helical spline 54 and also connected to a case 80 or another planetary gear member and axially moved being pressed by a first piston 84 restricted in a range of moving axially in relation to the outer ring 50 and in a range of moving in relation to the case 80 or another planetary gear member.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fastening element for a planetary gear train used in an automatic transmission such as an automobile, and particularly, the first fastening element.
Automatic with the function of fastening the case or another planetary gear member and the planetary gear member in one rotation direction when the piston pushes them, and fastening them both when the second piston pushes them regardless of the rotation direction The present invention relates to a fastening element of a transmission.

[0002]

2. Description of the Related Art As a fastening element of a conventional automatic transmission,
There is one used in a planetary gear train having three forward stages as shown in FIG. In FIG. 7, 26 is a sun gear,
The first means for fixing the sun gear 26 to the case 80 is
The brake 40 and the second brake 48 are used.

To attain the first forward speed, the second clutch 32 is engaged. When the second clutch 32 is engaged, the second
The second carrier 24C of the planetary gear set 24 is a second one-way clutch (hereinafter, the one-way clutch is referred to as OWC).
It is fixed to the case 80 via 36. In the first forward speed, the second clutch 32 causes
The first ring gear 22A of the planetary gear set 22 is connected,
The torque input from the input shaft 10 to the first ring gear 26A is transmitted to the output shaft 12 via the first pinion 26B and the first carrier 22C, while passing through the first ring gear 22A, the first pinion 22B and the sun gear 26. Second pinion 2
The torque that has entered 4B is stopped by the second carrier 24C.

To change from the first forward speed to the second forward speed, the first brake 40 is engaged. Then, the first O
Since the sun gear 26 is fixed to the case 80 via the WC 14, it prevents the sun gear 26 from trying to rotate in the direction opposite to the rotation of the input shaft 10. Therefore, in the second speed, power can be transmitted only in the direction of accelerating the vehicle. On the other hand, when the second brake 48 is engaged, the sun gear 2
Since 6 is fixed to the case 80 regardless of the rotation direction, power can be transmitted even in the deceleration direction such as engine braking.

As such a fastening element, as shown in FIG. 8, the first brake 40 connected to the first OWC 14 is fastened by pressing the first piston 84 to fasten the sun gear 26 and the case 80 in one rotation direction. A power transmission system is in practical use in which power is transmitted only to the second piston 88 and the second brake 48 is pressed by pressing the second piston 88 to transmit power regardless of the rotation direction.

The proper use of the fastening means depending on the rotation direction is used as a means for making it difficult to generate a shock at the time of shifting in the normal "D range". That is,
By having the function of engaging only in one rotation direction, it is not necessary to release the engagement element when shifting to the upper gear, and there is no need to control the timing of releasing the engagement element, and gear shift shock is less likely to occur. .

[0007]

In such a conventional automatic transmission fastening element, the number of parts including the OWC is large, so that the structure is complicated and the manufacturing cost is high, and the multi-disc clutch is generally used. Is used as the fastening element, the drag resistance between the friction plates in the non-actuated state in which the fastening is released is large, and this drag resistance reduces the power transmission efficiency of the automatic transmission and reduces the fuel consumption of automobiles. There was a problem of worsening the consumption rate.

The present invention has been made in view of the above-mentioned problems of the prior art, and replaces the conventional OWC and two sets of multi-plate clutches with a fastening element having one set of conical friction elements. At the same time, it is an object of the present invention to provide a fastening element for an automatic transmission that can reduce the manufacturing cost and drag resistance by providing the OWC function using a helical spline as in the conventional case.

[0009]

In order to achieve this object, the present invention is configured as follows. First, the present invention
The present invention is directed to a fastening element that connects or disconnects a case of an automatic transmission that obtains a plurality of gear ratios by using a planetary gear train and a fastening element such as a brake or a clutch and the connection between the planetary gear members or the connection between the planetary gear members.

With respect to such a fastening element, the present invention provides
It has a conical surface that is in contact with the conical surface of the inner ring that is connected to the planetary gear member, and is connected to the outer ring that is pressed by the second piston, the outer ring and the helical spline, and is also connected to the case or another planetary gear member. And a thrust ring that moves axially when pressed by a first piston that has a limited range of axial movement with respect to the outer ring and a limited range of movement with respect to the case or other planetary gear member. I have it.

Further, in the present invention, the outer ring is provided with a shoulder portion and a snap ring for limiting the range in which the thrust ring moves axially with respect to the outer ring. Further, in the present invention, the case is provided with a snap ring for limiting the range in which the first piston for pressing the thrust ring moves axially with respect to the case or another planetary gear member.

Further, according to the present invention, a case of an automatic transmission for obtaining a plurality of gear ratios by using a planetary gear train and a fastening element such as a brake or a clutch is connected to a planetary gear member or between planetary gear members. An intermittent fastening element, one end of which is fitted to a plate connected to a planetary gear member and which has a cone ring having a conical outer surface and a conical inner surface, and a conical inner surface in contact with the conical outer surface, and is connected to a thrust ring by a helical spline. And an outer ring connected to the inner cone ring by a spline and pressed by the second piston, and an outer ring connected to the outer ring by a helical spline and connected to a case or another planetary gear member and pressed by the first piston. When the thrust ring has a limited range of axial movement, And a, an inner cone ring one axial end is connected with the outer ring and the spline against the plate with its conical outer surface in contact with the conical inner surface of the ring.

In the present invention, the case or other planetary gear member is provided with a snap ring that limits the range of axial movement of the first piston that presses the thrust ring with respect to the case or other planetary gear member. Further, in the present invention, the helical spline connecting the outer ring and the thrust ring may be replaced by a contact surface having an inclined surface, or balls may be interposed between the inclined surfaces.

According to the fastening element of the automatic transmission of the present invention having such a structure, the outer surface having the conical surface in contact with the conical surface of the inner ring connected to the planetary gear member and pressed by the second piston. A ring,
Connected to the outer ring by a helical spline and connected to the case or other planetary gear members to limit the range of axial movement with respect to the outer ring and the range of movement to the case or other planetary gear members And a thrust ring that moves in the axial direction when pressed by the first piston, the case or another planetary gear member and the planetary gear member in one rotation direction when the first piston is pressed. When only the second piston is pressed and the second piston is pressed, both can be fastened regardless of the rotation direction, and the manufacturing cost and the drag resistance can be reduced.

Further, the outer ring is provided with a shoulder portion and a snap ring for limiting a range of axial movement of the thrust ring with respect to the outer ring, and the first piston for pressing the thrust ring is a case or another planetary gear. Since the case or another planetary gear member is provided with a snap ring that limits the axial movement range with respect to the member, when the thrust ring is pressed by the first piston, the planetary gear member rotates in the opposite rotation direction to the input shaft. Can be self-locking.

Further, a cone ring having one end fitted to a plate connected to the planetary gear member and having a conical outer surface and a conical inner surface, and a conical inner surface in contact with the conical outer surface and being connected to a thrust ring by a helical spline, The outer ring that is connected to the inner cone ring and that is pressed by the second piston, and the outer ring that is connected to the outer ring by a spline and that is connected to the case or another planetary gear member and that moves in the axial direction by the first piston. A limited thrust ring, and an inner cone ring in which the cone outer surface is in contact with the cone inner surface of the cone ring and one end in the axial direction is in contact with the plate and is connected with the outer ring and the spline,
In addition to the above effects, the capacity as a fastening element can be increased.

Also, since the first piston for pressing the thrust ring is provided with the snap ring for limiting the range of axial movement of the case or other planetary gear members with respect to the case or other planetary gear members, the thrust ring is provided. Of the planetary gear member can be self-locked in the rotation direction opposite to the input shaft when the thrust ring is pressed by the first piston.

Further, the helical spline connecting the outer ring and the thrust ring may be replaced by a contact surface having an inclined surface, or balls may be interposed between the inclined surfaces so that the members can be freely selected. You can increase the degree.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. 1 is a sectional view showing a fastening element of the present invention, FIG. 2 is a skeleton diagram showing an example of a planetary gear train to which the fastening element of the present invention is applied, and FIG. 3 is an operation explanatory view of the planetary gear train of FIG.

First, the planetary gear train of FIG. 2 will be described. FIG.
In, 10 is an input shaft and 12 is an output shaft. 20 is a planetary gear train, and the planetary gear train 20 is the first planetary gear set 2
2 and the second planetary gear set 24. The first planetary gear set 22 includes a first ring gear 22A and a first pinion 22.
B, the first carrier 22C, and the common sun gear 26, and the second planetary gear set 24 includes the second ring gear 2
4A, the second pinion 24B, the second carrier 24C, and the common sun gear 26.

The input shaft 10 is connected to the first ring gear 22A via the second clutch 32, and is also connected to the sun gear 26 via the first clutch 30. The first brake 40 is self-locking when the sun gear 26 rotates in the direction opposite to the input shaft 10, and the sun gear 26 is fixed to the case 80. That is, the first brake 40 becomes self-locking when the sun gear 26 rotates in the direction opposite to the input shaft 10 when the first piston 84 is operated, and
When the piston 84 and the second piston 88 are operated, they are fastened regardless of the rotation direction of the input shaft 10.

When the first clutch 30 is engaged, the second carrier 24C is fixed to the case 80 via the OWC 36. When the second brake 34 is engaged, the second
The carrier 24C is fixed to the case 80. The first carrier 22C is connected to the output shaft 12, and the second ring gear 24A is also connected to the output shaft 12. Next, in the planetary gear train of FIG. 2, as shown in the operation explanatory diagram of FIG. 3, by engaging each friction element in the shift positions such as the D range and the L range, the gear ratio of three forward gears and one reverse gear can be obtained. , 2 forward gear ratios in the L range are obtained.

In the table of FIG. 3, P, R, N, D and L indicate the positions of the operating levers operated by the driver, and the numbers in the D and L columns indicate the forward shift speed. The mark "○" represents the engagement of each friction element, and the mark "△" represents the self-locking when the vehicle accelerates forward as described later. Also,
"(○)" indicates that it is not related to power transmission. “Piston hydraulic pressure” represents ON / OFF of the hydraulic pressure for operating the first piston 84 and the second piston 88. For example, when the hydraulic pressure of the first piston 84 is turned ON, it acts on the first brake 40. Indicates that the engagement is performed only in the case of power transmission in the acceleration direction, and in the third speed in the D range, the engagement is released as will be described later and is not related to power transmission.

Next, the first brake 40 of the present invention will be described with reference to FIG. In FIG. 1, reference numeral 42 denotes an inner ring. The inner ring 42 is connected to the sun gear 26 shown in FIG. 2 and is axially arranged on the left side of the automatic transmission case 80 via a thrust washer 92 and a first snap ring 90. Movement to is blocked. The inner ring 42 has a conical outer surface 44,
An outer ring 50 having a conical inner surface 52 is arranged in contact with the conical outer surface 44 of the inner ring 42.

A thrust ring 60 is provided outside the outer ring 50, and the thrust ring 60 is engaged with the case 80 by an outer peripheral spline 62. Further, the thrust ring 60 and the outer ring 50 are connected by the helical spline 54, and the thrust ring 60 can move only the gap indicated by G in the axial direction with respect to the outer ring 50 by the third snap ring 70. Its movement is restricted.

When the outer ring 50 rotates in the direction opposite to the rotation direction of the input shaft 10 with respect to the thrust ring 60, the helical spline 54 moves the outer ring 50 to the left side of the thrust ring 60 (or the thrust ring). 60 is a spline twisted in the direction of moving 60 to the right with respect to the outer ring 50). Conversely, when the outer ring 50 rotates in the same direction as the input shaft 10, the outer ring 50 moves to the right until the shoulder 56 of the outer ring 50 abuts the thrust ring 60 (or the thrust ring 60 moves to the left side of the outer ring 50). ) Do.

The first cylinder 8 formed in the case 80
A second piston 84 is mounted on the second shaft 2. The first piston 84 operates by the hydraulic pressure supplied to the first oil passage 110. A second snap ring 94 is attached to the case 80 to limit the movement of the first piston 84 to the left. That is, the movement amount of the first piston 84 is limited to the gap indicated by E by the second snap ring 94. This gap E
Is larger than the gap F between the collar 102 and the thrust ring 60, but is slightly smaller than the total of the gap F and the gap G between the shoulder portion 56 of the outer ring 50 and the thrust ring 50, the first piston 54 holds the collar 102. Even if the thrust ring 60 is pressed through the outer ring 50, the outer ring 50 is not pressed against the inner ring 42 only by closing the gap G. In this state, if the inner ring 42 tries to rotate in the direction opposite to the rotation direction of the input shaft 10, the first ring
The brake 40 will be self-locking.

A second cylinder 86 is formed inside the first piston 84, and a second piston 88 is mounted therein. The second piston 88 operates by supplying hydraulic pressure to the second oil passage 112. The second piston 88 is pushed back to the right by the first return spring 98,
The first piston 84 is also pushed by the second piston 88 and is on the right side. Therefore, although the first piston 84 can press the thrust ring 60 via the collar 102, the thrust ring 60 is not pressed in the state of FIG. 1. The second piston 88 can press the outer ring 50 via the disc spring 104, but does not press in the state of FIG.

Therefore, in the state of FIG. 1, the outer cone surface 44 of the inner ring 42 and the inner cone surface 52 of the outer ring 50 are in very light contact with each other, but the inner ring 42
Can rotate freely. When the second piston 88 presses the outer ring 50 via the disc spring 104,
Regardless of the rotation direction of the input shaft 10, the first brake 40
Is operated, and the inner ring 42 and the sun gear 38 are fixed to the case 80.

Next, the operation of FIG. 1 will be described. From the control circuit (not shown), through the first oil passage 110, the first cylinder 8
When hydraulic pressure is applied to 2, the first piston 84 moves to the left until it hits the second snap ring 94, and the collar 1
Press thrust ring 60 via 02. In FIG. 1, the gap E between the first piston 84 and the second snap ring 94 is larger than the gap F between the collar 102 and the thrust ring 60, but the gap F and the gap between the outer ring 50 and the thrust ring 60 are larger. Since it is slightly smaller than the sum of G and G, even if the first piston 84 pushes the thrust ring 60 through the collar 102, the gap G is only blocked and the outer ring 50 is not immediately pushed to the inner ring 42.

However, from that state, the inner ring 42
When the shaft tries to rotate in the direction opposite to the rotating direction of the input shaft 10, the inner and outer surfaces 44 and 52 of the cone are in contact with each other, and therefore the outer ring 50 is dragged by the inner ring 42 by a slight friction to rotate, and the helical spline 54 rotates. By the action of
The thrust ring 60 tries to move to the right side with respect to the outer ring 50, and as a result, the outer ring 50 and the thrust ring 60 are stretched between the inner ring 42 and the collar 102, and the inner cone surface 52 of the outer ring 50 becomes the inner ring. It is pressed against the conical outer surface 44 of the ring 42.

Here, the conical outer surface 4 of the inner ring 42
4 and the cone angle of the cone inner surface 52 of the outer ring 50 and the twist angle of the helical spline 54 are set appropriately to generate the friction torque with respect to the friction torque of the cone outer surface 44 and the cone inner surface 52. A thrust slightly larger than the normal pressing force is generated in the helical spline 54. That is, as long as there is friction on the inner and outer surfaces 44 and 52 of the cone, the thrust generated by the helical spline 54 continues to increase, and eventually the inner ring 42 is stopped from rotating by the outer ring 50. That is, the inner ring 42 is self-locked to the case 80, which is a stationary portion, by the action of the helical spline 54.

This action occurs only when the inner ring 42 rotates in the rotation direction opposite to that of the input shaft 10 as described above, and the brake action does not occur in the same rotation direction as the input shaft 10, so that the OWC is generated. It will be the same as when the braking action is exerted via. That is, in FIG. 1, FIG. 2, and FIG. 3, when the second clutch 32 is engaged and the OWC 36 is shifted from the first speed to the second speed in the D range in which the OWC 36 is connected to the acceleration side, it is already engaged. If the hydraulic pressure is applied to the first oil passage 110 with the two clutches 32 left as it is, the first brake 40 is engaged only in the direction of accelerating the vehicle, and at the same time the OWC is performed.
36 is automatically released and switched to the second speed. Next, in order to shift from the second speed to the third speed, the inner ring 42 can freely rotate by engaging the second clutch 32 and maintaining the oil pressure in the first oil passage 110 and engaging the first clutch 30. As the vehicle tries to turn in the direction, the first brake 40 is automatically released and switched to the third speed.

In this case, contrary to the case of accelerating, the torque acts on the helical spline 54 in the same rotation direction as the input shaft 10, and the outer ring 50 is moved to the right.
Thrust is generated in the direction of moving the thrust ring 60 to the left, and as a result, the outer ring 50 is pulled to the right by the action of the helical spline 54. Therefore, the outer ring 50 and the inner ring 42 are separated from each other, the self-lock is also released, the inner ring 42 and the sun gear 26 can freely rotate in the same direction as the input shaft 10, and the third forward speed is switched. In such a state where the inner ring 42 freely rotates (not operating as a brake), the inner ring 42 and the outer ring 50 are separated from each other and the number of friction surfaces is small, so that the drag resistance as the first brake is It becomes smaller than the conventional multi-disc brake.

When the second speed in the L range is set,
When the second clutch 32 is engaged and the oil pressure in the first oil passage 110 and the oil pressure in the second oil passage 112 are applied, the second piston 88
Directly presses the outer ring 50 via the disc spring 104, a braking action occurs regardless of the rotation direction of the inner ring 42, power is transmitted even in the second speed deceleration direction, and so-called engine braking is applied. It will be possible.

As is clear from the above description, the inner ring 42, the outer ring 50 and the thrust ring 6
It can be seen that 0 has both a braking function provided with a one-way clutch that self-locks only in one direction by hydraulic pressure and a braking function that works in both directions. On the other hand, when the first brake 40 is not operated, the conical outer surface 44 of the inner ring 42 and the outer ring 5 are, as described above.
Since the number of friction surfaces is as small as one because it is in very light contact with the inner surface 52 of the cone of 0, the rotational resistance due to dragging when traveling at the third speed is the same as the conventional one with many contact surfaces. Significantly smaller than multi-plate clutch type brakes.

Next, FIG. 4 is a sectional view showing another fastening element of the present invention, FIG. 5 is a skeleton diagram of a planetary gear train of four forward stages, which is an application example of the other fastening element of the present invention, and FIG. It is operation | movement explanatory drawing of the planetary gear train of FIG. The display method is the same as in FIG. In the present invention, the third clutch 46 has the function of connecting the first carrier 22C and the second ring gear 24A, but is engaged only in the direction in which it is accelerated by the operation of the first piston 84, as in the case described above. And the case where the second piston 88 is engaged regardless of the rotation direction by the operation of the second piston 88.

Therefore, the conventional two multi-plate clutch 1
It has the same function as having the individual OWCs, the structure is simpler than that of the conventional example, and the drag resistance at the time of non-operation can be reduced as in the first embodiment. Third in FIG.
The clutch 46 will be described in detail. The major difference from the one shown in FIG. 1 is that the first carrier 22 rotating together.
It is a fastening element that connects the stretching member 22D of C and the sun gear 26, and has two conical friction surfaces.

That is, the plate 41 connected to the sun gear 26 is moved leftward in the axial direction by the thrust washer 9
Blocked by 2. Square holes 41a are provided in the plate 41 at several positions on the circumference, and the claws 43 of the cone ring 42 are fitted into the square holes 41a. Cone ring 42
Has a conical outer surface 44 on its outer circumference and a conical inner surface 45 on its inner circumference. The outer ring 50 has its inner cone surface 52 in contact with the outer cone surface 44 of the cone ring 42, and meshes with the inner cone ring 53 by a spline 55. The inner cone ring 53 has a cone outer surface 57 having a cone ring 4
It is in contact with the inner surface 45 of the second cone, and the left side in the axial direction is in contact with the plate 41.

The outer ring 50 meshes with the thrust ring 60 by a helical spline 54. The thrust ring 60 is engaged with the extending member 22D by the spline 62, and the attached snap ring 64 restricts the axial movement with respect to the outer ring 50 in both the left and right directions. The first piston 84 can move to the left by the hydraulic pressure from the first oil passage 110 to press the thrust ring 60 via the disc spring 85 and the thrust washer 87, but the movement amount is limited by the snap ring 94. The second piston 88 causes the disc spring 10 to move by the hydraulic pressure from the second oil passage 112.
It is possible to press the outer ring 50 to the left side via 4.

The operation is basically the same as that described above. Since the outer ring 50 and the inner cone ring 53 are connected in the rotational direction by the spline 55, the inner and outer surfaces of the cone 45, When the outer ring 50 rotates in the direction opposite to the rotation of the input shaft due to the minute friction torque generated by 57, 44, 52, a force that pushes the outer ring 50 to the left side is generated by the action of the helical spline 54. When the outer ring 50 is pressed to the left, the inner cone surface 52 pushes the outer cone surface 44 of the cone ring 42, and the inner cone surface 45 of the cone ring 42 pushes the outer cone surface 57 of the inner cone ring 53 to the left side.

Here, these cone inner and outer surfaces 45, 57,
If the cone angle of 44, 52 and the helical spline twist angle are set appropriately, the inner and outer surfaces of the cone 45, 57, 44, 5
Due to the friction torque generated in 2, the thrusts larger than the thrusts that generate those torques are generated in the helical splines 54, and as a result, the conical inner and outer surfaces 45, 57, 44, 52 are self-locked, and the extension member 22D and the sun gear 26 are connected. Are connected only in the direction opposite to the rotation of the input shaft 10.

Further, by applying hydraulic pressure to the oil passage 112, the second piston 88 pushes the outer ring 50 to the left, so that the extending member 22D and the sun gear 26 can be connected regardless of the rotation direction. In the present invention, since there are two frictional conical surfaces, the capacity as a fastening element can be increased. The other effects are the same as those described above.

In the above description, the outer ring 50 and the thrust ring 60 are connected to each other by the helical spline 54. However, some kind of slope is provided between the outer ring 50 and the thrust ring 60 so that a thrust force is generated when a friction torque acts. You may Also, the same effect can be obtained by interposing a ball or the like between the slopes between them. INDUSTRIAL APPLICABILITY The present invention can be applied to a general planetary gear train used in an automatic transmission of an automobile, and although not specifically exemplified, an embodiment in which various modifications and improvements are made based on general knowledge of those skilled in the art. Can be implemented in.

[0045]

As described above, according to the present invention, instead of the conventional combination of two multi-disc brakes and the OWC, when the first piston is pressed, the planetary gear member and the case are connected to each other. It is fastened only in the direction of rotation and when the second piston is pressed, the two are fastened regardless of the direction of rotation. Therefore, not only the cost is reduced by reducing the number of parts, but also the number of friction surfaces is reduced, so the brake is applied. The drag resistance in the non-actuated state can be reduced.

As a result, the fuel consumption rate of the automobile can be improved.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a fastening element of the present invention.

FIG. 2 is a skeleton diagram of a planetary gear train to which the fastening element of the present invention is applied.

3 is an operation explanatory view of the idle gear train of FIG.

FIG. 4 is a sectional view showing another fastening element of the present invention.

FIG. 5 is a skeleton diagram of a planetary gear train to which another fastening element of the present invention is applied.

FIG. 6 is an operation explanatory view of the planetary gear train of FIG.

FIG. 7 is a skeleton diagram of a planetary gear train of a conventional automatic transmission.

FIG. 8 is a sectional view of a conventional first brake.

[Explanation of symbols]

 10: Input shaft 12: Output shaft 20: Planetary gear set 22: First planetary gear set 22A: First ring gear 22B: First pinion 22C: First carrier 22D: Stretching member 24: Second planetary gear set 24A: Second 2 ring gear 24B: 2nd pinion 24C: 2nd carrier 26: sun gear 30: 1st clutch 32: 2nd clutch 34: 2nd brake 36: OWC 40: 1st brake 41: plate 41a: square hole 42: inner ring Or cone ring 44: outer cone surface 45: inner cone surface 46: third clutch 50: outer ring 52: inner cone surface 53: inner cone ring 54: helical spline 55: spline 56: shoulder 60: thrust ring 62: outer peripheral spline 64: Snap ring 70: Third snap ring 80: Case 82: Second Cylinder 84: First piston 85, 104: Disc spring 86: Second cylinder 87: Thrust washer 88: Second piston 90: First snap ring 92: Thrust washer 94: Second snap ring 98: Return spring 102: Collar 110 : 1st oil passage 112: 2nd oil passage

[Procedure amendment]

[Submission date] July 17, 1995

[Procedure amendment 1]

[Document name to be amended] Drawing

[Correction target item name] Fig. 1

[Correction method] Change

[Correction contents]

FIG.

Claims (6)

[Claims] 1. A fastening element for connecting and disconnecting a case of an automatic transmission and a planetary gear member or a connection between planetary gear members to obtain a plurality of gear ratios by using a planetary gear train and fastening elements such as a brake and a clutch. An outer ring that has a conical surface that is in contact with the conical surface of an inner ring that is connected to the planetary gear member, and that is pressed by a second piston; The shaft when pressed by a first piston that is coupled to another planetary gear member and has a limited range of axial movement with respect to the outer ring and a limited range of movement with respect to the case or another planetary gear member. A fastening element for an automatic transmission, comprising: a thrust ring that moves in a direction. 2. The automatic transmission according to claim 1, wherein the outer ring is provided with a shoulder portion and a snap ring for limiting a range of axial movement of the thrust ring with respect to the outer ring. Fastening element. 3. A snap ring is provided on the case or another planetary gear member to limit a range in which the first piston for pressing the thrust ring moves axially with respect to the case or another planetary gear member. The fastening element for an automatic transmission according to claim 1, wherein: 4. A fastening element for connecting or disconnecting a planetary gear member or a planetary gear member or a planetary gear member or a case of an automatic transmission that obtains a plurality of gear ratios by using a planetary gear train and a fastening element such as a brake or a clutch. A cone ring having one end fitted to a plate connected to the planetary gear member and having a cone outer surface and a cone inner surface, and a cone ring having a cone inner surface in contact with the cone outer surface and connected to a thrust ring by a helical spline, An outer ring connected to the inner cone ring by a spline and pressed by the second piston, and an outer ring connected to the outer ring and the helical spline and connected to the case or another planetary gear member and pressed by the first piston. Thrust ring with limited axial movement when driven An automatic transmission including: an inner cone ring of which the outer cone surface is in contact with the inner cone surface of the cone ring, one axial end of which is in contact with the plate, and the inner ring is connected to the outer ring by the spline. Fastening elements. 5. A snap ring is provided on the case or another planetary gear member to limit a range in which the first piston for pressing the thrust ring moves axially with respect to the case or another planetary gear member. The fastening element for an automatic transmission according to claim 4, wherein: 6. The method according to claim 1, wherein instead of the helical spline connecting the outer ring and the thrust ring, a contact surface having an inclined surface is used for connection, or a ball is interposed between the inclined surfaces. The fastening element of the automatic transmission according to 4.