JPS59183151A - Transmission device - Google Patents

Abstract

PURPOSE:To make a friction engaging device body usable in common to a wide variety of car types, by dividing a piston member in a transmission gear, having at least three degree-of-freedom joints turning to input and output elements plus a reaction element, into plural piston parts. CONSTITUTION:A transmission device is provided with an input shaft 31 being unified with an output shaft 14 of a torque converter 10 as one body and a planetary gear transmission 30 inclusive of an output shaft 32 being set up in series with the said input shaft 31. The transmission 30 is constituted of each of paired first and second gears 40a, 40b, first and second clutches C1, C2 and a band brake B1 as well as a one-way clutch F and a secone brake B2. Also it has one degree-of-freedom joint 41a and each of separate degree-of-freedom joints 43a and 43b. In addition, the second clutch C2 is constituted of a drum 101 fitted in an engine output shaft through a spline, a pair of pistons 102a and 102b fitted inside the drum 101, a hub 103 and a friction engaging element 104.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission, and more particularly to a vehicular transmission with an improved flange.

An automobile transmission has a gear mechanism consisting of at least three degree-of-freedom nodes (elements) including an input element, an output element, and a reaction force element, and the degree-of-freedom nodes (elements) in the gear mechanism are connected to clutches, brakes, etc. A common type uses a friction engagement device to selectively engage, disengage, or brake to obtain a desired gear ratio. A friction engagement device used in such a transmission device includes a cylinder member, a piston member fitted into the inner chamber of the cylinder member, a hub member rotatably arranged with respect to the cylinder member, and the hub. Some devices include at least one set of frictional engagement elements disposed between the member and the cylinder member.

In this case, if the torque transmission characteristics, that is, the change in torque transmission capacity with respect to the change in the control oil pressure, are not appropriate, the clutch will not be engaged smoothly. For example, if the torque transmission capacity is large for a small engine and a latch is used, the initial engagement force of the clutch will be excessive and engagement shock will occur. Therefore, in order to obtain appropriate (initial) torque transmission characteristics, it is conceivable to lower the oil pressure even further; for example, by 0.5 kg
At low oil pressures below /crn', severe oil pressure control is required, which is difficult due to 1) induced resistance temperature changes, leakage, etc., and 2) changes or complicates the hydraulic control system. A need arises. Therefore, there is a limit to what can be done by changing the oil pressure, and it is not a sufficient solution. Thus, in the past, the diameter of the drum was generally changed or the number of retaining friction elements (friction members) was changed, but in the former method, the clutch itself had to be replaced, and it could not be used in common with many different car models. In the latter method, the number of friction surfaces is limited to an even number, a value corresponding to an odd number cannot be obtained, and the value can only be varied in steps.

SUMMARY OF THE INVENTION The object of the present invention is therefore to provide a new transmission which overcomes the above-mentioned drawbacks of the conventional method. In other words, the dimensions of the main body (drum, etc.) of the frictional engagement device (clutch, etc.) in the transmission
It is an object of the present invention to provide a transmission device whose torque transmission characteristics can be adapted to various engine outputs without changing the configuration or control oil pressure, and whose frictional engagement device main body can be shared by various types of vehicles.

Input shaft; Output shaft; Gear mechanism with at least three degree-of-freedom nodes serving as an input element, an output element, and a reaction force element; A case that is a fixed member; a first clutch for engaging and disengaging at least one degree of freedom node from the input shaft to complete a predetermined power train between the input shaft and the output shaft by engaging with or fixing to the case; a friction engagement device comprising: a second clutch device for engaging and disengaging another degree of freedom node from the input shaft; and a brake device capable of fixing the other degree of freedom node to the case. a cylinder member drivingly connecting the second clutch device to either the input shaft or the other degree of freedom node; a piston member fitted in an inner chamber of the cylinder member; and a hub member drivingly connected to the other of the other degree of freedom nodes and rotatably disposed relative to the cylinder member, and at least one hub member disposed between the hub member and the cylinder member. It consists of a pair of frictional engagement elements.

The piston member is divided into a plurality of mutually slidable piston parts, at least one of which is movable in the axial direction, and the frictional engagement element is engaged and operated by hydraulic pressure to couple the cylinder member and the hub member. It is characterized by being formed as follows.

The piston member is preferably concentrically divided into two or three (optionally four or more) piston parts, of which at least (preferably one) has the intended working area.
is actuated by hydraulic pressure to apply force to the frictional engagement element, causing the cylinder member and the opposing knob member (rotating body) to rotate together. The remaining piston portion has its movement appropriately restricted and is preferably fixed to the cylinder member so that it does not exert any force on the frictional engagement element.

The non-actuating piston portions can be arranged on one or both of the outer and inner diameters of the tram. The pressure-receiving area of the working piston portion can be variously selected by combining the divided piston portions, increasing the degree of freedom in torque transmission capacity. Moreover, parts other than the piston member do not need to be changed and can be shared, so there is an advantage that a low-cost transmission can be provided for different types of vehicles.

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a transmission device according to the present invention will be described below with reference to the accompanying drawings. The illustrated transmission is an automatic transmission and includes a torque converter 10, a planetary gear transmission mechanism 30 connected to the output shaft 14, a countershaft 5o, and a transmission casing 60.

The transmission casing 60 includes a transmission casing 61 that accommodates the planetary gear mechanism 3o and the countershaft 50, and a torque converter disposed on the engine side of the casing 61 (on the left side in the figure) that accommodates the torque converter lO and the differential gear 7a. Converter casing 6
2, and a gear cover 63 fastened to the left end of the transmission casing 61.

The torque converter 10 includes a front cover 12 connected to an engine output M, 11, and this front cover 12.
a pump impeller 13 connected to the pump impeller 1;
3 and the front cover 12 and spline-fitted to the torque converter output shaft 14, and a stator 18 supported by a sleeve 16 fixed to the casing 62 via a one-way clutch 17. and transmits torque from the engine output shaft 11 to the torque converter output shaft 14.

The planetary gear transmission 30 includes an input shaft (forming an input element) 31 that is integral with the torque converter output shaft 14, an output shaft (forming an output element) 32 arranged in series with this input shaft 31, and A first planetary gear set 40a disposed between the output shaft 31, 32 and a second planetary gear set 4)
0b, and the first clutch device (hereinafter abbreviated as the first clutch)
C1 and a second clutch device (hereinafter abbreviated as the second clutch)
C2, a brake device (band, brake) B1, a one-way clutch Fl, and a second brake B2, a member 41a forming one degree of freedom node, and a member 4 forming another degree of freedom node.
3a and 43b.

The first planetary gear set 40a includes a ring gear 41a connected to the input shaft 31 via a clutch C1, a carrier 42a spline-fitted to the output shaft 31, and a ring gear 42a connected to the input shaft 31 via a clutch C2. ta sun gear 43
a, the gear (forming the first degree of freedom node) 41a, and the gear 43
and a planetary gear 44a meshed between the two.

The second planetary gear gear 40b is a sun gear 43b connected to the sun gear 43a of the first planetary gear 40a.
and a ring gear 41 spline-fitted to the output shaft 32.
b, a carrier 42-b fixed to the casing 61 via a brake B2 and a one-way latch Fl juxtaposed to the brake, and gears 41b and 43 supported by the carrier 42-b.
The planet gear 44b is meshed with the planet gear 44b.

The first clutch C1 is called a forward clutch, and is integrally fixed to the input shaft 31, and includes a drum 91 forming a cylinder and a piston member that can freely move in the axial direction on the input shaft 31. 92, a hub 93 disposed opposite to the piston member 92, rotatably supported around the output shaft 31 and fixed to the ring gear 41a of the first planetary gear set 40a, and the hub 93 and the piston member 9.
It consists of a ring-shaped friction element 94 disposed between the drum 91 and the hub 93 and spline-fitted on the inner side of the drum 91 and the hub 93, respectively.
When hydraulic pressure is introduced into the piston member 92 , the piston member 92 moves to the right against the force of the spring 97 and presses the friction element 94 , so that the drum 91 is integrated with the hub 93 , and the piston member 92 moves from the dram 91 to the hub 93 . Torque is transmitted.

The second clutch C2 includes a drum 101, which is a cylinder member spline-fitted to an engine output shaft (not shown);
A pair of piston portions 102 fitted within drum 101
(102a, 102b), a hep 103 spline-fitted to an output shaft (not shown), and a friction engagement element 104 disposed between the hub and the piston portion.

The drum 101 includes a central tubular portion 101a that is rotatably supported by a bearing, a flange portion 101b that extends in the radial direction from one end of the tubular portion 101a, and a flange portion 10.
It consists of a drum outer wall part 101c extending from the outer peripheral end of 1b in the same direction as the central tubular part 1ota, and a cylinder space in which the piston member 102 is fitted is formed between the tubular part 101a and the outer wall part 101C.

The piston member 102 consists of two annular concentric piston portions 102a, 102b, the inner piston portion 10
2a is restricted from moving to the right by a snap 105 on the drum tubular portion 101a. Working piston part 1
02b indicates the regulating piston portion 102a and the drum outer wall portion 1.
01c is arranged so as to be movable in the axial direction between the inner surface and the inner surface. A check valve 108 is provided in the operating piston portion 102b.
is provided to control oil discharge during the piston return stroke. This working piston portion 102b is constantly pressed to the left by a return spring 121.

The frictional engagement element 104 includes at least a pair of drum-side friction disks disposed on the drum outer wall portion 101c so as to be movable in the axial direction and non-rotatable relative to the drum 101;
It is arranged between the friction disks 104b and consists of a hub-side friction disk which is disposed to be able to move in the axial direction of the hub 103 and not to rotate relative to the hub 103 (for example, by spline fitting). This friction engagement element 104 may be of a dry type or a wet type (wet type in the case shown); in the case of a dry type, a friction facing material is generally arranged on the sliding surface.

In the second clutch, hydraulic pressure is introduced into the space 124 defined by the hub 101 and the piston portion 102 through a passage (not shown) in the input shaft 31 and a through hole (not shown) in the hub tubular portion 101a. , the working piston portion 102b begins to move rightward against the return spring 121. The operating force at this time is equal to the oil pressure x the pressure-receiving area of the movable piston 102b, and the regulating piston portion is 1.02
It is reduced by an amount corresponding to the pressure receiving area of a.

In the actuating piston portion 102b that has thus moved to the right, the right end protrusion 125 presses the friction engagement element 104, and the retention element 104 becomes integral.

Therefore, the drum 101 and the hub 103 begin to rotate together, and torque is transmitted from the input shaft to the output shaft.

A brake drum 130 surrounding the first clutch C1 and the second clutch C2 connects the drum 101 of the second clutch C2 and the sun gears 43a and 43b of the first and second planetary gear sets. It is possible to brake freely. Brake band B
1 is driven by a servo mechanism (not shown) attached to the transmission casing 61.

The brake B2 is called a first and reverse brake, and has a piston member 140 movably disposed in a cylinder formed in the casing 61.
When the friction element 141 spline-fitted between the carrier 42'b and the casing 61 of b is pressed, the carrier 42b and the casing 61 are integrated, and the carrier 42-
b is braked.

A countershaft drive gear 34 is spline-fitted to the right end of the output shaft 32, and a parking gear 33 is integrally attached to this gear 34. Drive gear 34
meshes with the driven gear 51 of the countershaft 50.

A differential drive gear 52 is provided at the other end of the countershaft 50, and this gear 52 meshes with a large input gear 71 of a differential mechanism 70.

In the automatic transmission configured in this way, the clutch C1
, C2, Fl and brakes B1, B2 are selectively engaged or released by a hydraulic control device to obtain various gears as shown below.

(y's t3) Both clutches C1 and C in the 3rd stage of D range in the table above.
The shared torque of 2 is the first planetary gear set.) If the number of teeth of the sun gear 43a of 40a is Zs, and the number of teeth of the ring gear 41a is ZR, then when the first clutch Z, = 22β, approximately % of the input torque is applied to the first clutch. The CI takes charge, and the second clutch C2 takes charge of the station. That is, when controlling an upshift from the second stage to the third stage, the second clutch C2 may use the engagement force of the first clutch CI.

The pressure receiving area of the piston member 102 of the second clutch C2 is
Since the pressure-receiving area of the piston member 92 of the first clutch C1 is repaired, the above-mentioned engagement force ratio can be obtained even with the same control hydraulic pressure, and upshifting from the second stage to the third stage is possible. Engagement is carried out smoothly and there is little shock.

In the illustrated example, the fixed piston of the second clutch is located on the inside, but it may also be located on the outside as the case may be. Further, the piston is not limited to two parts, but may be divided into three parts.

[Brief explanation of the drawing]

The accompanying drawing is a sectional view of a transmission according to the present invention. 10. Torque converter 30.
, , , , , , , Planetary gear transmission mechanism 31 , , , , ,
, , , Input shaft 32 , , , Output shaft 40a , , , , , , , , , First brane gear set 4
0b, , , , , , 2nd planetary gear, 2 to 4
1a, , , , one degree of freedom clause 43a, 43b
, , , Another degree of freedom node 50 , , , Counter shaft 81 , , Case 102a , , Regulation piston portion 102b ,
, , , , , Working piston portion C1, , , , , ,
,,first clutch (device) C2,,,,second clutch (device) B1. , , , , , , , Brake (equipment) F , , , , , , , , One-way clutch Applicant Aisin Seiki Co., Ltd. Agent for Aisin Naka Warner Co., Ltd. Patent attorney Asami Kato

Claims (1)

[Claims] (1) Input shaft; Output shaft: A gear mechanism with at least three degree-of-freedom nodes serving as an input element, an output element, and a reaction force element; Case in which it is a fixed member; Any of the degree-of-freedom nodes of the gear mechanism as appropriate a first part that engages and disengages at least one degree of freedom node from the input shaft to complete a predetermined power train between the input shaft and the output shaft by engaging the input shaft or fixing it to a case; 1
A friction engagement device comprising a clutch device, a second clutch device for engaging and disengaging another degree of freedom node from the input shaft, and a brake device capable of fixing the other degree of freedom node to the case, a cylinder member that connects the second clutch device to either the input shaft or the other degree-of-freedom node; a piston member fitted in an inner chamber of the cylinder member; a /\b member drivingly connected to either one of the other joints and rotatably arranged with respect to the cylinder member; and at least one set of /\b members disposed between the /\b member and the cylinder member. The piston member is divided into a plurality of piston portions movable relative to each other, at least one of which is movable in the axial direction, and the frictional engagement element is engaged and actuated by hydraulic pressure. A transmission device configured to engage a cylinder member and the hub member.