JPH10169728A - Double pinion type planetary gear unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To form a planetary gear unit compactly in both the axial and radial directions and reduce its weight while the machining accuracy of pinion shaft holes is ensured in good condition. SOLUTION: A carrier CR is made to be a one-piece structure having the first and second flange parts 24, 25 supporting a long pinion P and a short pinion P1, and the machining accuracy of pinion shaft holes is ensured in good condition. An inner race 37a is connected to a connection part 26 provided at the carrier CR so that it is positioned within the width in the axial direction of the long pinion P, in parallel with a ring gear R1 by a fastening member 39. The outer peripheral surface 26a of the connection part 26 is structured to be a spigot-fitting part onto which a rotary engaging member 37 is fitted. A short pinion shaft 32 is arranged inside a long pinion shaft 30, and the fastening member 39 is arranged in the vicinity of the short pinion shaft 32. Thus, the planetary gear unit 12 becomes compact in both the axial and radial directions.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a planetary gear used for, for example, an automatic transmission and the like, and in particular, includes a first planetary gear having one pinion and a second planetary gear having two pinions meshing with each other. The present invention belongs to the technical field of a double pinion type planetary gear unit in which the pinion of the first planetary gear and one pinion of the second planetary gear are formed and combined as a common long pinion.

[0002]

2. Description of the Related Art For example, in an automatic transmission such as an automobile, a planetary gear unit having a plurality of rotating elements and a plurality of frictional engagement elements including clutches and brakes for engaging or locking the plurality of rotating elements, respectively. Various automatic transmissions having an automatic transmission mechanism having the same have been developed. In this automatic transmission, automatic transmission control is performed by appropriately controlling engagement and disengagement of a plurality of friction engagement elements and controlling rotation of a plurality of rotation elements of a planetary gear unit.

In such a planetary gear unit of an automatic transmission, a first sun gear, a second sun gear, a short pinion meshing with the first sun gear, and a long pinion meshing with the short pinion and the second sun gear are rotatable. And a ring gear that meshes with a long pinion, and is configured as a double pinion type planetary gear unit. In this double pinion type planetary gear unit, the long pinion is commonly used for the pinion of the planetary gear having one pinion and the one pinion of the planetary gear having two pinions, so that the whole is compact and lightweight. I have.

However, in recent years, it has been necessary to make the automatic transmission as compact and lightweight as possible.
It is increasingly demanded. The engine room of an automobile in which the automatic transmission is housed is a limited and relatively small space, and various other devices and components such as an engine are arranged in the engine room in addition to the automatic transmission. Therefore, making the automatic transmission as compact and lightweight as possible has become extremely important.

Therefore, a Ravigneaux type planetary gear unit whose dimension is set to be shorter in the axial direction is disclosed in Japanese Patent Application Laid-Open No. Hei 8
179792. As shown in FIG. 10, the planetary gear unit disclosed in this publication includes a mounting portion 94 having mounting surfaces 92 and 93 on two surfaces in a direction perpendicular to an axis and in a circumferential direction on an outer peripheral portion of a carrier 91. A brake hub 95 integrally formed with an inner race 95 'of the one-way clutch.
In addition, the mounting surfaces 96, 9 that come into contact with these mounting surfaces 92, 93
7 and a structure in which the mounting portion 94 of the carrier 91 and the flange 98 of the brake hub 95 are connected by a screw member 910 provided in a region outside the short pinion shaft 99 in the vicinity thereof. Has become. In that case, the mounting surface 97 of the flange 98 of the brake hub 95 is brought into contact with the mounting surface 93 of the mounting portion 94 in the circumferential direction, whereby the brake hub 95 is positioned relative to the carrier 91 in the radial direction. . In other words, the seal fitting portion is located on the inner peripheral side of the mounting portion 94 of the brake hub 95. Also, the brake hub 95 and the inner race 9
5 'is arranged such that the outer peripheral surface of the ring gear 912 meshing with the short pinion 911 and the inner peripheral surfaces of the brake hub 95 and the inner race 9 are overlapped in the axial direction. Further, the mounting portion 94 of the carrier 91 and the flange 98 of the brake hub 95 are arranged at positions retracted in the axial direction from the shaft ends of the respective pinion shafts.

According to the planetary gear unit of this publication, the mounting portion 94 of the carrier 91 and the flange 98 of the brake hub 95 are arranged at a position axially retracted from the shaft end of the shaft supporting each pinion, and the brake hub is provided. Since the inner race 95 and the inner race 95 'are arranged to overlap the ring gear 912 in the axial direction, the axial dimension of the planetary gear unit can be reduced.

Further, in an automatic transmission using a Ravigneaux type planetary gear unit, Japanese Patent Application Laid-Open No. 4-133010 proposes a planetary gear unit having a shorter radial dimension. As shown in FIG. 11, a planetary gear unit disclosed in this publication includes a connecting portion 101 at an axial end of a carrier 101.
1A, the outer race 102 of the brake is connected to a short pinion shaft 103 by a bolt 104 disposed near the shaft 103. In that case, the carrier 101
The connecting portion 102a of the outer race 102 connected to the connecting portion 101a is located outside the long pinion 105 in the axial direction. Further, the outer race 102 is disposed adjacent to the ring gear 107 meshing with the short pinion 106 in the axial direction, and does not overlap with the ring gear 107 in the axial direction.

According to the planetary gear unit of this publication, the outer race 102 is disposed adjacent to the ring gear 107 without overlapping in the axial direction.
The radial dimension of the planetary gear unit can be reduced.

[0009] On the other hand, in a double pinion type planetary gear unit formed compactly, it is desired to make the assemblability as good as possible. Conventionally, in order to improve the assemblability, a carrier and an inner race of a brake hub or a one-way clutch for using the carrier as a reaction force element have been assembled. In this case, as a configuration of the carrier itself, there has been proposed a planetary gear unit having an improved assemblability by being divided into a carrier body and a carrier cover connected to the carrier body.

[0010]

In order to meet the recent strict demands for compactness and light weight of automatic transmissions, an automatic transmission having such a compact construction is required to be as compact as possible. It is required to be light and lightweight.

However, in the automatic transmissions disclosed in the above two publications, it cannot be said that both planetary gear units sufficiently meet this demand.
That is, in the planetary gear unit disclosed in Japanese Unexamined Patent Publication No. Hei.
2 is simply overlapped in the axial direction, so that even if the brake hub 95 is merely brought closer to the inside, it interferes with the ring gear 912, so that the radial dimension of the planetary gear unit is simply shortened. It is not possible. Further, since the position of the short pinion shaft 99 is located on the outer peripheral side from the position of the long pinion shaft (not shown), and the mounting portion 94 of the brake hub 95 is disposed outside the short pinion shaft 99, The hub 95 cannot be arranged too much inside, which also does not make it possible to further reduce the radial dimensions of the planetary gear unit. Therefore, there is a problem that the planetary gear unit disclosed in Japanese Patent Application Laid-Open No. H8-177992 cannot sufficiently meet the demand for downsizing in the radial direction. Further, since the inlay fitting portion is provided on the mounting surface 93 on the inner peripheral side of the mounting portion 94, there is a problem that the cylindricity of the brake hub 95 and the inner race 95 'is not good.

In the planetary gear unit disclosed in Japanese Utility Model Laid-Open No. 4-133010, the outer race 1 of the brake is provided.
02 on the connecting portion 101a of the carrier 101, in the axial direction outside the end of the long pinion 105.
Therefore, the axial dimension of the planetary gear unit is long. In addition, since the outer race 102 is simply disposed adjacent to the ring gear 107 in the axial direction without overlapping in the axial direction, the dimension in the axial direction is further increased.
Therefore, there is a problem that the planetary gear unit disclosed in Japanese Utility Model Laid-Open No. 4-133010 cannot sufficiently meet the demand for downsizing in the axial direction.

Further, in a planetary gear unit in which the carrier is divided into a carrier body and a carrier cover,
Since it is necessary to drill a pinion shaft hole for supporting the pinion shaft in the carrier body and the carrier cover that are divided from each other, the workability of the pinion shaft hole is poor, and the processing accuracy of the pinion shaft hole is low. There is also a problem that it is not so good.

The present invention has been made in view of such circumstances, and an object thereof is to make it possible to form the pinion shaft hole compactly in both the axial direction and the radial direction while ensuring good processing accuracy. Another object of the present invention is to provide a double pinion type planetary gear unit that can be reduced in weight.

[0015]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, an invention according to claim 1 includes a first sun gear, a second sun gear, a short pinion meshing with the first sun gear, the short pinion and the short pinion. A carrier that rotatably supports a long pinion that meshes with the second sun gear, a ring gear that meshes with the long pinion, and a hub of an inner race or an engagement member of a one-way clutch connected to a connecting portion of the carrier. In the double pinion type planetary gear unit provided, a portion of the carrier that supports each one end of the short pinion and the long pinion and a portion that supports the other end of the short pinion and the other end of the long pinion are integrally formed. Form and arrange the position of the short pinion shaft to the long pinion A shaft is disposed on the inner peripheral side with respect to the position, and the connecting portion is disposed near the short pinion shaft and within the axial width of the long pinion, and the inner race or The hub is provided adjacent to the ring gear in the axial direction.

According to a second aspect of the present invention, a step portion composed of a large diameter portion and a small diameter portion is formed on the inner peripheral side of the inner race or the hub, and at least a part of the ring gear is formed in the large diameter portion. It is characterized by being located. Further, the invention according to claim 3 is characterized in that an intaglio fitting portion with which the inner race or the hub fits is provided on the outer peripheral surface of the connecting portion.

[0017]

In the planetary gear unit according to the first aspect of the present invention, the connecting portion of the carrier to which the inner race or the hub is connected is located near the short pinion shaft on the inner side of the long pinion shaft. Since the inner race or hub is provided within the axial width of the long pinion and the inner race or hub is provided adjacent to the ring gear in the axial direction at the connecting portion, the inner peripheral surface of the inner race or hub is formed in the ring gear. Of the inner race or the hub and the connecting portion of the hub with the connecting portion can be positioned within the axial width of the long pinion.
As a result, the planetary gear unit can be made compact in both the axial direction and the radial direction, and can be reduced in weight.

Further, the carrier is formed by integrally forming a portion supporting one end of each of the short pinion and the long pinion and a portion supporting each other end of the short pinion and the long pinion. The processing accuracy of the hole can be improved.

According to the second aspect of the present invention, a step portion having a large diameter portion and a small diameter portion is formed on the inner peripheral side of the inner race or the hub, and at least a part of the ring gear is located in the large diameter portion. As a result, the inner race or the hub can be located further on the inner peripheral side, and the planetary gear unit can be made more compact in the radial direction.

Furthermore, in the invention according to claim 3, since the stamp cage fitting portion in which the inner race or the hub is fitted is provided on the outer peripheral portion of the connecting portion, the radial positioning of the inner race or the hub is ensured. And the cylindricity of the inner race or hub is improved.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view showing an automatic transmission using an example of an embodiment of a double pinion type planetary gear unit of the present invention, FIG. 2 is a skeleton diagram schematically showing the automatic transmission, and FIG. FIG. 4 is a diagram showing an operating state of each element of the automatic transmission in each range.
In FIG. 3, ３ indicates engagement, and X indicates non-engagement.

As shown in FIGS. 1 and 2, the automatic transmission A of the present embodiment has an input shaft 2 of a first shaft, a counter shaft 3 of a second shaft, and an axle of a third shaft aligned with an engine crankshaft 1. It has three shafts 4a and 4b, a torque converter 6 having a lock-up clutch (L / C) 5 and an automatic transmission mechanism 7 are arranged on the input shaft 2, and on a counter shaft 3 A counter mechanism 8 is provided, and a differential device 9 is provided on the axle shafts 4a and 4b.

The automatic transmission mechanism 7 has a planetary gear mechanism. The planetary gear mechanism has a Ravigneaux type planetary gear unit 12 in which a single planetary gear 10 and a dual planetary gear 11 are combined. As shown in detail in FIGS. 4 and 6, in the planetary gear unit 12, the pinion meshing with the second sun gear S2 of the single planetary gear 10, the ring gear R1 of the dual planetary gear 11, and the short pinion P1 of the dual planetary gear 11 respectively mesh with each other. The pinion of the dual planetary gear 11
They are integrally formed as a common long pinion P.
The short pinion P1 is meshed with the first sun gear S1 of the dual planetary gear 11. Further, a carrier that rotatably supports the long pinion P and the short pinion P1 is integrally formed as a common carrier CR for both the planetary gears 10 and 11. Further, the first sun gear 1 of the dual planetary gear 11 has an input shaft 2
The second sun gear S2 of the single planetary gear 10 is integrally formed with a first hollow shaft 13 supported on the outer periphery of the first hollow shaft 13 so as to be relatively rotatable. It is formed integrally.

As shown in FIGS. 1 and 2 again, the input shaft 2 and the first hollow shaft 13, that is, the first sun gear S1 of the dual planetary gear 11, are connected via the first (forward) clutch C1. And the input shaft 2 and the second hollow shaft 14, that is, the single planetary gear 1
0 second sun gear S2 is connected via a third (reverse) clutch C3. Also, the second sun gear S2
Can be locked to the case 15 by the first brake B1, and at the time of one-way rotation, the first one-way clutch F1 and the second brake B2 arranged in series with the one-way clutch F1. Case 1
5.

Further, the carrier CR is connected to the second clutch C2.
And is connected to the input shaft 2 via a third brake B3.
In addition, at the time of the one-way rotation, the second one-way clutch F2 disposed in parallel with the third brake B3 is locked to the case 15. The ring gear R1 of the dual planetary gear 11 is
Counter drive gear 16 rotatably supported by
The counter drive gear 16 is an output member of the automatic transmission mechanism 7.

The counter mechanism 8 includes a counter driven gear 17 supported by the counter shaft 3 and meshing with the counter drive gear 16 and a reduction gear 18 supported by the counter shaft 3 and serving as an output member of the counter mechanism 8. It has.

Further, the differential device 9 includes a differential carrier 19 serving as a gear mount case and left and right side gears 20a and 20b. This differential carrier 1
A ring gear 21 is fixed to 9, and this ring gear 21 meshes with the reduction gear 18 of the counter mechanism 8 to constitute a final reduction mechanism. The left and right side gears 20
a, 20b are connected to the left and right axle shafts 4a, 4b, respectively.

The automatic transmission A constructed as described above has P, R, and P set by a manual shift valve (not shown).
In each of the ranges of N, D, 2, and L, the clutches C1 to C3, as shown in FIG.
Each brake B1 to B3 and each one-way clutch F1
To F2 are engaged with each other, and each shift speed 1ST in each of the ranges P, R, N, and D ranges.
~ 4TH, each gear stage in 2 ranges 1ST ~ 3RD,
And the respective shift speeds 1ST to (3RD) in the L range.

The operation will be described below. I. Drive range (D range) In order to perform N → D shift, the manual shift valve is set to the position of the drive range (D range).

In the first speed state in the D range, the first clutch C1 is engaged, and the second one-way clutch F2 is engaged. In this state, the rotation of the input shaft 2 is controlled by the first sun gear S via the first clutch C1.
1 and further transmitted to the short pinion P1, and the rotation of the short pinion P1 is transmitted to the long pinion P. At this time, the long pinion P rotates in the forward direction while idling the second sun gear S2. The rotation of the long pinion P causes the common carrier CR to rotate in the reverse direction, but the second one-way clutch F2 locks the carrier CR to the case 15 against the reverse rotation, so that the carrier CR Is prevented from rotating. Therefore, the ring gear R1 is largely decelerated and rotated in the forward direction, and this rotation is
6 and transmitted to the counter driven gear 17 of the counter mechanism 8. Thereby, the first speed of the D range is achieved.

Further, in the counter mechanism 8, the rotation of the counter driven gear 17 is transmitted to the reduction gear 18 via the counter shaft 3, and further reduced and transmitted to the differential carrier 19 of the differential device 9 via the ring gear 21. Finally, the rotation of the differential carrier 19 is transmitted to the left and right axle shafts 4a, 4b via the left and right side gears 20a, 20b, respectively.

In the second speed state in the D range, the engaged state of the first clutch C1 is maintained. Also, the second
Is engaged, and the first one-way clutch F1 is engaged. In this state, the aforementioned 1
Similarly to the speed, the rotation of the input shaft 2 is transmitted to the long pinion P via the first clutch C1, the first sun gear S1, and the short pinion P1. This long pinion P
, The second sun gear S2 tries to rotate in the reverse direction. However, since the second brake B2 is engaged and the first one-way clutch F1 is engaged with the reverse rotation, The rotation of the second sun gear S2 is prevented. Therefore, the carrier CR rotates in the forward direction, the ring gear R1 rotates in the forward direction, and the rotation of the ring gear R1 is taken out from the counter drive gear 16, thereby achieving the second speed.

In the third speed state in the D range, the engagement state of the first clutch C1 and the second brake B2
Are held respectively. Further, the second clutch C2 is engaged. In this state, the rotation of the input shaft 2 is transmitted not only to the second sun gear S2 via the first clutch C1, but also to the carrier CR via the second clutch C2. Therefore, the first sun gear S1 and the carrier CR rotate integrally in the forward direction, so that both the short pinion P1 and the long pinion P
R, the first sun gear S1, and the input shaft 2 rotate integrally, but do not rotate. At this time, even if the second brake B2 is engaged, the first one-way clutch F
1 does not engage with the forward rotation, the long pinion P rotates around the input shaft 2 and does not rotate, so that the second sun gear S2 rotates integrally with the long pinion P in the forward direction and the ring gear R1 also rotates together with the long pinion P in the forward direction. That is, the ring gear R1 is directly connected to the input shaft 2 and rotates. By extracting the rotation of the ring gear R1 from the counter drive gear 16, the third speed is achieved.

In the fourth speed state in the D range, the engagement state of the second clutch C2 and the second brake B2
Are held respectively. In addition, the first clutch C1 is released, and the first brake B1 is engaged. In this state, the rotation of the input shaft 2 is transmitted to the carrier CR via the second clutch C2, but the first sun gear S1 is disconnected from the input shaft 2, so that the rotation of the input shaft 2 is reduced to the first sun gear S1. Is not transmitted to Therefore, the carrier CR rotates integrally with the input shaft 2 and the rotation of the carrier CR causes the long pinion P
And the short pinion P1 both rotate about the input shaft 2. At this time, the first brake B1 is engaged and the second sun gear S2 does not rotate.
Since 1 is cut off from the input shaft 2 and is free,
The long pinion P and the short pinion P1 both rotate, and the first sun gear S1 idles. Due to the rotation and rotation of the long pinion P about the input shaft 2, the ring gear R <b> 1 rotates at a higher speed than the input shaft 2 in the forward direction. By extracting the rotation of the ring gear R1 from the counter drive gear 16, the fourth speed of the high-speed rotation that overdrives the rotation of the input shaft 2 is achieved.

II. Reverse Range (R Range) In order to perform the N → R shift, the manual shift valve is set to the position of the reverse range (R range).

In the R range, the third clutch C3 is engaged and the third brake B3 is engaged. In this state, the carrier CR is set to the third brake B3.
Are fixed by the engagement of. Further, the rotation of the input shaft 2 is transmitted to the second sun gear S2 via the third clutch C3. Due to the rotation of the second sun gear S2, the long pinion P rotates in the reverse direction, and the carrier CR does not rotate, so that the ring gear R1 rotates at a reduced speed in the reverse direction.
The reverse rotation of the ring gear R1 is the counter drive gear 1
It is taken out to 6.

III. Parking range (P range) and neutral range (N range) The manual shift valve is set to the position of the parking range (P range) or the neutral range (N range), respectively.

In the P range or the N range, none of the clutches, any brakes, and any one-way clutches are engaged. In this state, the rotation of the input shaft 2 is not transmitted to the counter gear 16 and the rotation of the axle shaft 4
a and 4b do not rotate.

IV. Second Range (2 Ranges) The manual shift valve is set to the position of the second range (2 ranges).

The first speed state in the two ranges is exactly the same as that in the first speed of the D range, and the first speed in the two ranges is achieved similarly to the first speed in the D range.
In the second speed state of the two ranges, the first brake B1 is further engaged in the case of the second speed of the D range. In this state, the second speed is different from the case of the second speed in the D range.
The sun gear S2 is prevented from rotating in either the forward or reverse direction. As a result, the second speed in the two ranges is achieved, and the engine brake is activated. The state of the third speed in the two ranges is the same as the case of the third speed in the D range, and the third speed in the two ranges is achieved similarly to the third speed in the D range.

V. Low Range (L Range) The manual shift valve is set to the low range (L range) position. In the first speed state in the L range, the third brake B3 is further engaged in the case of the first speed in the D range. As a result, the engine brake having a relatively large braking force operates. In the 2nd speed state of the L range, the operation is exactly the same as that in the 2nd speed of the 2 range described above.
Second gear in the range has been achieved and engine braking has been activated. The braking force of this engine brake is smaller than the engine brake at the first speed in the L range.
Further, in the 3rd speed state of the L range, the speed is exactly the same as that of the 3rd speed of the 2 range described above, and the 3rd speed in the L range similar to the 3rd speed of the 2 range is achieved.

As shown in FIGS. 7A to 7C and FIG. 8, the carrier CR is composed of first and second flange portions 24 and 25 provided at both ends in the axial direction, and a second flange portion 25. A coupling portion 26, which is provided near the first flange portion 24 in the axial direction and partially overlaps with the second flange portion 25 and is provided at three equal intervals in the circumferential direction, and is provided at three equal intervals in the circumferential direction. An axial connecting member 27 for connecting the first flange portion 24 to the second flange portion 25 and the connecting portion 26, and a short pinion shaft supporting portion provided at an overlapping portion of the second flange portion 25 and the connecting portion 26, respectively. 28, and a cylindrical spline portion 29 which extends in the axial direction from the first flange portion and into which the hub 41 of the second claim C2 is spline-fitted, and these portions 24, 25, 26, 27, 28 , 29 are formed as an integral structure There.

A long pinion shaft hole 31 into which one end of a long pinion shaft 30 that supports the long pinion P is fitted in the first flange portion 24, at three equally spaced locations in the circumferential direction on the same arrangement circle α. Has been drilled. Similarly, short pinion shaft holes 33 into which one ends of the short pinion shafts 32 that support the short pinion P1 are fitted are formed at three equally spaced positions in the circumferential direction on the same arrangement circle β. Then, the radius r ₂ of the arrangement circle β of short pinion shaft hole 33 is set smaller than the radius r ₁ of the arrangement circle α of the long pinion shaft hole 31. That is, the short pinion shaft hole 33 is located on the inner peripheral side of the long pinion shaft hole 31.

The second flange portion 25 has a long pinion shaft hole 34 into which the other end of the long pinion shaft 30 is fitted.
However, it is bored facing the long pinion shaft hole 31 of the first flange portion 24. These long pinion shaft holes 3
The reference numerals 1 and 34 are provided in a gap 35 between two circumferentially adjacent connecting portions 26 at positions not disturbed by the connecting member 27 when the long pinion P is assembled. The gap 35 is set to a size that allows the long pinion P to be inserted between the first and second flange portions 24 and 25 from the outer peripheral side of the carrier CR. Further, the short pinion shaft support portion 28 has a short pinion shaft hole 36 into which the other end of the short pinion shaft 32 is fitted.
The short pinion shaft hole 33 is bored. This short pinion shaft hole 36 is also located on the inner peripheral side of the long pinion shaft hole 34. These short pinion shaft holes 33 and 36 are provided at positions where the short pinion shaft holes 33 and 36 are not hindered by the connecting member 27 when the short pinion P1 is assembled.

Since the carrier CR has an integral structure, the processing of the long pinion shaft holes 31 and 34 and the short pinion shaft holes 33 and 36 is not only easy but also performed with high precision. Will be able to do it.

Further, each connecting portion 26 is located in the vicinity of the short pinion shaft holes 33 and 36, and is disposed within the axial width of the long pinion P as shown in FIG. Further, as shown in FIGS. 7A and 7C, each of the connecting portions 26 has a cylindrical rotation engaging member 3 to be described later.
Two fastening member insertion holes 38 for inserting fastening members such as rivets and bolts for fixing the fixing member 7 are formed. These fastening member insertion holes 38 are located in the region between the two long pinion shaft holes 31 and 34 adjacent in the circumferential direction, and have the same arrangement circle γ at a position sandwiching one short pinion shaft hole 33 and 36. Drilled above. In addition, as shown in FIG.
Numerals 8 are located in concave portions 25b formed at equal intervals in the circumferential direction at three locations on the outer peripheral portion of the second flange portion 25. The short pinion shaft holes 33 and 36 are located on the inner peripheral side of the long pinion shaft holes 31 and 34, and the fastening member insertion holes 38 are formed in the long pinion shaft holes 31 and 34.
Since they are provided at positions shifted in the circumferential direction from 34 and near the short pinion shaft holes 33, 36, these fastening member insertion holes 38 are located closer to the inner peripheral side.

In order to assemble the long pinion P with the carrier CR having the above-mentioned structure, the long pinion P is inserted between the first and second flange portions 24 and 25 through the gap 35 from the outer periphery of the carrier CR. At the same time, the holes of the bearing (not shown) fitted to the axial through holes (not shown) at the center of the long pinion P are aligned with the long pinion shaft holes 31 and 34 in the axial direction. In this state,
After passing the long pinion shaft 30 through the long pinion shaft hole 31, the bearing hole, and the long pinion shaft hole 34,
The long pinion shaft 30 is fixed to the first and second flange portions 24, 25. In this way, the long pinion P can be easily assembled without being obstructed by the connecting member 27. In this case, since the long pinion shaft holes 31 and 34 are machined with high precision, the long pinion P can be assembled with high precision.

In order to assemble the short pinion P1, the short pinion P1 is attached to the first flange 24 and the short pinion shaft support 2 from the outer periphery of the carrier CR.
8 and the long pinion P
The short pinion shaft 32 is passed through the short pinion shaft hole 33, the bearing hole, and the short pinion shaft hole 36, and is fixed to the first flange portion 24 and the short pinion shaft support portion 28 in the same manner as in the case of. Thus, similarly, the short pinion P1 can be easily and accurately assembled without being obstructed by the connecting member 27.

Further, as shown in FIG.
Inner race 37a of second one-way clutch F2
And a rotation engagement member 37 integrally provided with a hub 37b of the third brake B3. As shown in detail in FIG. 9, the rotation engagement member 37 is formed in a cylindrical shape, and has an inner race 37a side end.
A mounting portion 37c extending inward is provided. The mounting portion 37c is provided with a hole 37e through which the second flange portion 25 of the carrier CR can pass. Further, the inner peripheral surface 37d of the inner race 37a receives a load from the outer race 42 by a load applying portion 37a ₁ to the brake hub 3.
A step portion 37f is formed in a portion slightly displaced toward the 7b side (right side in FIG. 9) and hardly receiving a load. Then, the brake hub 37b is moved from the step portion 37f.
The portion of the inner peripheral surface 37d of the inner race 37a on the side is a large-diameter portion, and the opposite side (in FIG.
The portion of the inner peripheral surface 37d of the inner race 37a (left side from f) is a small diameter portion. In that case, the large diameter portion of the inner race 37a has a thin portion, since the large-diameter portion is disposed off the load application portion 37a ₁ of the inner race 37a, the strength of the inner race 37a is sufficiently Is secured.

As shown in FIG. 4, a seal fitting portion is formed on the outer peripheral surface 26a of the connecting portion 26, and the inner circumferential surface 37d of the inner race 37a of the rotation engaging member 37 is formed on the seal fitting portion. Are adapted to be fitted in a shirokane.

In order to assemble the cylindrical rotary engaging member 37 thus configured to the carrier CR, the rotary engaging member 37 is attached to the carrier CR in FIG.
5 is fitted in the axial direction. Then, the second flange portion 25 of the carrier CR is made to pass through the hole 37e of the mounting portion 37c, and the inner surface of the mounting portion 37c is brought into contact with the axial side surface of the connecting portion 26. At this time, the inner peripheral surface 37d of the inner race 37a of the rotation engagement member 37 is
And the inner race 37a has good cylindricity. Then, a fastening member 39 such as a rivet or a bolt is passed through a fastening member insertion hole (no symbol) of the mounting portion 37c and a fastening member insertion hole 38 of the connecting portion 26,
The attachment portion 37c and the connection portion 26 are fastened and fixed by a fastening tool. Thus, the rotation engaging member 37 is attached to the outer peripheral portion of the connecting portion 26. An arc-shaped concave portion 40 into which a fastening tool is inserted when the fastening member 39 is fastened is formed on the outer peripheral edge of the first flange portion 24.

When the rotation engaging member 37 is fixed to the outer peripheral portion of the connecting portion 26, the end surface 37g of the rotation engaging member 37 on the second flange portion 25 side and the end surface of the fastening member 39 on the second flange portion 25 side. 39a, each pinion shaft 3
The first flange portion 2 is formed from the end surfaces 30a and 32a of the second flange portion 25 and the side surfaces 25a of the second flange portion.
4 side. Further, the inner race 37a having a predetermined thickness is provided so as to be arranged in the axial direction with the ring gear R1. Thereby, the planetary gear unit 12 becomes compact in the axial direction.

Further, the inner peripheral surface 37 of the inner race 37a
Part of the outer peripheral side of the ring gear R1 enters the space formed by the step portion 37f and the large diameter portion d, and the inner race 37a and the ring gear R1 partially overlap both in the axial direction and the radial direction. I will wrap. Accordingly, the inner race 37a and the ring gear R1 overlap in the axial direction, so that the inner peripheral surface 37d of the inner race 37a is located inside the outer peripheral surface R1a of the ring gear R1. Thereby, the assembly of the carrier CR and the rotation engagement member 37 becomes compact in the radial direction. In addition, since the inner race 37a and the ring gear R1 overlap in the radial direction, the rotation engagement member 37 can be further positioned on the first flange portion 24 side, and the planetary gear unit 12 can be more reliably compacted in the axial direction. Can be. In addition, the concave portion 37f is
The inner race 37a is provided at a position deviated from the load applying portion, and the thickness of the load applying portion of the inner race 37a is maintained at a predetermined thickness. It is secured enough to the extent possible.

As described above, according to the carrier CR of the present embodiment, the connecting portion 26 is provided near the short pinion shaft 32 provided inside the long pinion shaft 30, and the inner race 37a of the one-way clutch F2 is provided. Are arranged side by side in the axial direction with the ring gear R1, so that the size of the planetary gear unit 12 can be reduced both in the axial direction and the radial direction, and the planetary gear unit 12 becomes lighter accordingly.

Further, since the carrier CR is formed as an integral structure, the processing accuracy of the pinion shaft holes 31, 34; 33, 36 can be improved. Further, since a part of the ring gear R1 is disposed in the concave portion 37f formed on the inner peripheral side of the inner race 31a, the inner race 37a can be positioned further inside. Thereby, the radial size of the planetary gear unit 12 can be further reduced.

Further, since the seal fitting portion is formed on the outer peripheral surface 26a of the connecting portion 26 on the side of the carrier CR, the inner race 37 of the cylindrical rotation engaging member 37 is formed on the seal fitting portion.
By fitting the inner peripheral surface 37d of the inner race 37a, the cylindricality of the inner race 37a in the axial direction can be improved.

In the above-described example, the rotation engagement member 37 in which the inner race 37a and the brake hub 37b are integrally formed is attached to the connecting portion 26 of the carrier CR, but the present invention is not limited to this. However, the present invention can be applied to a case where either the inner race 37a or the hub 37b of a brake or a clutch is attached to the connecting portion 26.

Although the carrier of the present invention is applied to the carrier CR of a planetary gear unit in an automatic transmission of a vehicle, the present invention is applicable to any planetary gear unit of a double pinion type. it can.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing an automatic transmission using an example of an embodiment of a double pinion type planetary gear unit according to the present invention.

FIG. 2 is a skeleton diagram schematically showing the automatic transmission shown in FIG.

FIG. 3 is a diagram showing an operation state of each clutch, each brake, and each one-way clutch of the automatic transmission shown in FIG. 1 in each range.

FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 5, showing an assembly of the carrier and the rotary engagement member according to the present invention.

FIG. 5 is a right side view of the assembly of the carrier and the rotation engagement member shown in FIG. 4;

FIG. 6 is a left side view of the assembly of the carrier and the rotation engagement member shown in FIG. 4;

FIG. 7 shows a carrier according to the present invention, wherein (a) is a left side view, (b) is a front view, and (c) is a right side view.

8 is a perspective view of the carrier shown in FIG.

FIG. 9 is a sectional view of a rotation engagement member connected to the carrier shown in FIG. 4;

FIG. 10 is a sectional view partially showing an example of a connection structure between a carrier and a brake hub in a conventional Ravigneaux type planetary gear unit.

FIG. 11 is a sectional view partially showing another example of a connection structure between a carrier and a brake hub in a conventional Ravigneaux type planetary gear unit.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine crankshaft, 2 ... Input shaft, 3 ... Counter shaft, 4a, 4b ... Axle shaft, 5 ... Lockup clutch (L / C), 6 ... Torque converter, 7 ... Automatic transmission mechanism, 8 ... Counter mechanism, 9: Differential device,
DESCRIPTION OF SYMBOLS 10 ... Single planetary gear, 11 ... Dual planetary gear, 12 ... Planetary gear unit, 15 ... Case, 16 ... Counter drive gear, 17 ... Counter driven gear, 24 ... 1st flange part, 25 ... 2nd flange part, 26 ... Connection part, 26a … Outer peripheral surface (Indigo cage fitting part), 2
7 connection member, 28 short pinion shaft support, 29
... Spline part, 30 ... Long pinion shaft, 31,34
... Long pinion shaft hole, 32 ... Short pinion shaft, 3
3,36 ... Short pinion shaft hole, 35 ... Gap, 37 ...
Rotary engagement member, 37a: inner race, 37b: brake hub, 37c: mounting portion, 37d: inner peripheral surface, 37e ...
Hole, 37f concave, 37g second flange side end face, 3
Reference numeral 8: fastening member insertion hole, 39: fastening member, 40: arcuate concave portion, 41: hub of the second clutch C2, 42: outer race, A: automatic transmission, S1: first sun gear of dual planetary gear, S2: single The second of planetary gears
Sun gear, P ... Long pinion, R1 ... Ring gear, P
1: short pinion, CR: carrier, C1: first (forward) clutch, C2: second clutch, C3
... third (reverse) clutch, B1 ... first brake, B2 ... second brake, B3 ... third brake, F
1: first one-way clutch, F2: second one-way clutch

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Mitsutaka Ito 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd.・ Within AW Co., Ltd. (72) Inventor Atsushi Mori 10th, Takane, Fujii-cho, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Tokuyuki Takahashi 1, Toyota-cho, Toyota-shi, Aichi Prefecture Toyota Motor (72) Inventor Masafumi Kinoshita 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (3)

[Claims] A first sun gear, a second sun gear, a carrier rotatably supporting a short pinion meshing with the first sun gear, and a long pinion meshing with the short pinion and the second sun gear; In a double pinion type planetary gear unit comprising: a ring gear meshing with a long pinion; and a hub of an inner member or an engagement member of a one-way clutch connected to a connecting portion of the carrier, the short pinion and the carrier A portion supporting one end of the long pinion and a portion supporting the other end of the short pinion and the other end of the long pinion are formed in an integral structure, and the arrangement position of the short pinion shaft is more inner than the arrangement position of the long pinion shaft. Set to the side,
Along with disposing the connecting portion near the short pinion shaft and within the axial width of the long pinion,
In the connecting portion, the inner race or the hub,
A planetary gear unit provided adjacent to the ring gear in the axial direction. 2. A stepped portion having a large diameter portion and a small diameter portion is formed on an inner peripheral side of the inner race or the hub, and at least a part of the ring gear is located in the large diameter portion. The planetary gear unit according to claim 1, wherein: 3. The double pinion type planetary gear unit according to claim 1, wherein an intaglio fitting portion to which said inner race or said hub is fitted is provided on an outer peripheral surface of said connecting portion.