JPS6145146A - Friction engaging device of automatic speed changing gear - Google Patents

Abstract

PURPOSE:To reduce the size of an automatic transmission gear by forming spline on a fixed member inside an automatic transmission gear case and arranging a primary brake, the hydraulic servo drum thereof and a secondary brake in series as to be engaged with said spline. CONSTITUTION:Spline 75 is formed on the inner face of a transmission case 130. The friction member b2 of a brake B2, the outer race 725 of the external cylinder 721 of the fourth hydraulic servo drum 72 and the friction member b3 of a brake B3 are in series engaged with said spline. At the spline engaging time of said friction member and hydraulic servo drum with the spline, positions of the member and the drum may thereby be set easily and the size of an automatic transmission gear be reduced.

Description

[Detailed description of the invention] [Industrial application fields] The present invention relates to a friction engagement device for a vehicle automatic transmission.

[, Prior Art] Conventionally, a friction engagement device for an automatic transmission is made of multiple plates of friction material, and the friction material is fitted into a spline formed on a fixed member or a rotating member. The hydraulic servo mainly consists of an annular hydraulic servo drum that is integrally molded with a stationary member or a rotating member, and consists of an outer cylinder, an inner cylinder, and a side wall that connects the outer cylinder and the inner cylinder, and the outer cylinder and inner cylinder of the drum. The friction engagement device is composed of a piston provided between the drum and the piston, and a return spring provided outside the outer cylinder or on the wall of the piston. The frictional engagement device was released by discharging the engagement or line pressure oil.

[Problems to be Solved by the Invention] However, when a plurality of frictional engagement devices are arranged in tandem on a fixed member on the same circumference, the splines of the fixed member are connected to the friction materials of the plurality of frictional engagement devices. Although it would be economical to integrally form several valves, this is not possible because the hydraulic drum is integrally molded with the fixed member.

Furthermore, if the friction engagement device and the hydraulic servo are separated, the contact surface of the piston with the friction material and the side wall become long, which may cause concerns about the rigidity and ease of assembly of the piston.

The present invention arranges the frictional engagement devices in tandem, and fits the friction material, hydraulic servo drum, and piston of the engagement device into splines formed on the fixed member on the same circumference, thereby adjusting the assembly position. The purpose of the present invention is to provide a friction engagement device for an automatic transmission that facilitates determination and ensures piston rigidity.

[Means for solving the problems] 1 of the automatic transmission of the present invention! ! The first invention of the m engagement device is:
A spline extending in the axial direction on a fixed member or a rotating member in an automatic transmission case, a first frictional engagement device arranged in tandem to be fitted to the spline, and the first frictional engagement device. As shown in FIG. a first frictional engagement device arranged in tandem to be fitted with the spline; a hydraulic servo drum of the first frictional engagement device; a second frictional engagement device; The hydraulic servo piston of the friction engagement device is configured to have two hydraulic servo pistons.

[Operations and Effects of the Invention] With the above configuration, the frictional engagement device for an automatic transmission of the present invention has the following operations and effects.

A spline is installed in the fixed member or rotating member in the automatic transmission case to extend in the axial direction, and the first frictional engagement device, the hydraulic servo drum of the first frictional engagement device, and the second frictional engagement device; Since the hydraulic servo pistons of the second frictional engagement device are arranged in tandem so as to be fitted with the splines, a) the axial dimension of the automatic transmission is shortened, and the frictional engagement devices are arranged in tandem; becomes possible.

O) Piston rigidity can be ensured.

[Example] Next, the present invention will be explained based on embodiments shown in the drawings.

FIG. 1 shows the main parts of an automatic transmission for a vehicle, and FIG. 2 shows an overall sectional view thereof.

The automatic transmission 100 includes a fluid transmission device (torque converter in this embodiment) 200, a transmission 300, and a hydraulic control device 400.

The transmission 300 includes a first planetary gear set 20, an overdrive planetary gear transmission 10 comprising one multi-disc clutch C01 operated by a hydraulic servo, one multi-disc brake BO1 and one one-way latch FO; 2 planetary gear set 50, 3rd planetary gear set 80, 2 gears operated by hydraulic servo.
1 multi-plate clutch C1, C2, 1 belt brake B
1. The case 110 of the automatic transmission 1g1100 is composed of two multi-disc brakes B2.83 and two one-way latches F1 and F2 and an underdrive planetary gear transmission 40 with three forward speeds and one reverse speed. , a torque converter housing 12 that houses the torque converter 200.
0, a transmission case 130 that houses an overdrive planetary gear transmission 10 and an underdrive planetary gear transmission 40 in series, an extension housing 140 that covers the rear side of the automatic transmission 1 ioo, and these torque converter housings 120 The transmission case 130 and the extension housing 140 are each fastened with a large number of bolts.

The torque converter 200 is housed in a torque converter chamber 121 that is open at the front (engine side) of the torque converter housing 120, and includes a front cover 111 connected to the output shaft of the engine, and a circular ring welded to the front cover 111 at the outer periphery. A plate-shaped rear cover 112, a pump impeller 205 disposed around the inner peripheral wall of the rear cover 112, a turbine runner 206 disposed opposite to the pump impeller 205, and a turbine shell holding the turbine runner 206. 207, one-way clutch 20
a stator 201 supported by a fixed shaft 203 via 2;
and the front cover 111 and the turbine shell 20
7 is provided with a direct coupling clutch (lock-up clutch) 113 that is directly coupled to the terminal 7. The torque converter chamber 12
1 and the cylindrical transmission chamber 132 of the transmission case 130, which is continuous to the rear thereof, is provided with a gear type oil pump 150 therein and an annular transmission chamber 150 having a cylindrical portion 152 protruding forward in the center thereof. The oil pump body 151 is fitted into the front end of the transmission case 130 with a spigot and is fastened, and the rear side of the oil pump body 151 has a coaxial center with the cylindrical part 152 and projects rearward. An oil pump cover 154 having a cylindrical front support 153 is fastened.

The oil pump body 151 and the oil pump cover 1
Reference numeral 54 forms an oil pump housing 155, which serves as a partition wall between the torque converter chamber 121 and the transmission chamber 132, and also serves as a front supporting wall of the transmission 300. Further, the transmission case 13
0 transmission chamber 132 is a cylindrical center support 158 that separates the overdrive mechanism chamber 133 and the underdrive mechanism v134 and projects rearward.
An intermediate support wall 159 having a diameter is separately cast and provided.

At the rear of the transmission case 130, there is a rear support wall 1 having a cylindrical rear support 156 that projects forward.
57 is integrally cast with the transmission case 130. The space between the oil pump housing (front support wall or partition wall) 155 and the rear support wall 157 constitutes a transmission chamber 132 in which the transmission 300 is housed, and the rear support wall 157 and the extension housing 1
40 forms an output shaft chamber 141 of the transmission,
The extension housing 140 is provided with an electronically controlled sensor rotor 143 and a speedometer drive gear 144, and a sleeve yoke (not shown) is connected to the propeller shaft (not shown) coaxially with the front support 153 at the rear end. It is inserted.

The fixed shaft 20 is located inside the front support 153.
The input shaft 11 of the transmission, which is the output shaft of the torque converter 200, is rotatably supported inside the shaft 3. The input shaft 11 has a large diameter rear end portion 12 having a flange portion 12a projecting rearward from the front support 153, and a rearward center hole 13 is formed in the axis of the rear end portion 12. An input shaft 11 is located behind the input shaft 11.
An intermediate transmission shaft 14 having a coaxial center and arranged in series is rotatably provided.

The intermediate power transmission shaft 14 has its tip inserted into the center hole 13 and comes into rotatable sliding contact with the inner periphery of the center hole 13 via a metal bearing, and its rear end 15 has a large diameter. A rearwardly facing central hole 16 is formed in the axis. An output shaft 36 is rotatably provided behind the intermediate transmission shaft 14 and is coaxial with the intermediate transmission shaft 14 and arranged in series. The tip of the output shaft 36 is inserted into the center hole 1G of the middle r1 transmission shaft 14, and is in sliding contact with the inner wall of the center hole 16 via a metal bearing. The output shaft 36 is connected to the ring gear R of the third planetary gear set 80 at the intermediate portion 37.
The output shaft chamber 141 is spline-fitted with a flange plate 82 provided with a rearwardly protruding shaft support 81 that engages with the rear part 38, and is spline-fitted with the sleeve yoke at the rear part 38.
The sensor rotor 143 and speedometer drive gear 144 are fixedly attached to each other.

In the overdrive mechanism chamber 133, the input shaft 1
A first planetary gear set 20 is provided on the rear side of the
The ring gear RO has a flange plate 22 on the intermediate transmission shaft 14.
The planetary carrier PO is connected to the input shaft 1 through
The sun gear SO is connected to the flange portion 12a of the inner race shaft 23 and is formed on the inner race shaft 23. On the front side of the first planetary gear set 20, a first hydraulic servo drum 24 facing rearward is fixed to an inner race shaft 23, and an annular piston 25 is fitted between the outer circumferential wall and the inner race shaft 23. A return spring 26 is provided on the inner race shaft 23 side.
A clutch CO is installed inside the outer peripheral wall, and the clutch C
It is connected to the planetary carrier PO via O.

An inner race shaft 23 is attached to the inner circumference of the first hydraulic servo drum 24.
A one-way latch FO with an inner race is provided,
A clutch CO and a brake BO are provided on the outer periphery between the outer race 27 and the transmission case 130, and a piston 29 is provided on the front side of the intermediate support wall 159 on the rear side.
is fitted to form a hydraulic servo B-0 of the brake BO, and a return spring 32 provided on the inner peripheral portion 31 of the tip of the intermediate support wall 159 is fitted.

Inside the underdrive mechanism chamber 134, at the front, a second hydraulic servo drum 41 that opens rearward is rotatably fitted onto the center support 159, and an annular piston 42 is fitted between its inner and outer circumferential walls to operate the clutch C2. In addition to forming a hydraulic servo C-2, a return spring 44 is attached to the inner circumferential wall, and a clutch C2 is attached to the inner side of the outer circumferential wall. On the rear side of the second hydraulic servo drum 41 , a third hydraulic servo drum 46 is fixed to the rear end 15 of the intermediate transmission shaft 14 and is open to the rear and has an annular projection 35 at the front. an annular piston 4 between the
7 is fitted to form the hydraulic servo C-1 of the clutch C1, and a return spring 49 is attached to the inner circumferential side, and a clutch C2 is attached to the outer circumference of the annular projection 35, and the second hydraulic servo drum 41, and third
A hydraulic servo drum 46 is connected.

A second planetary gear set 50 is provided on the rear side of the third hydraulic servo drum 46, the ring gear R1 of which is connected to the third hydraulic servo drum 46 via an annular projection 48 and a clutch C1, and a planetary carrier P1. is spline-fitted to the tip of the output shaft 36, and the sun gear S1
is formed integrally with the sun gear shaft 45. Also, the second
Hydraulic servo drum and third hydraulic servo drum 41.4
A connecting drum 60 is molded to cover G and the second planetary gear set 50 in a minimum space, and its tip is fixed to the outer periphery of the second hydraulic servo drum 41, and its rear end is
Sun gear shaft 45 on the rear side of second planetary gear set 50
A belt brake B1 is provided on the outer peripheral side.

As shown in FIG. 1, a spline 75 formed on the same circumference inside the transmission case 130 on the rear side of the brake B2 has a friction material b of the brake B2 from the front.
2. The outer race 725 of the outer cylinder 721 of the fourth hydraulic servo drum 72 and the friction material b3 of the brake B3 are spline-fitted in tandem, and between the outer peripheral side of the rear support 156 of the rear support wall 157 on the rear side and the transmission case 130. The rib 7 is spline-fitted with the spline 75 on the outer periphery 771 of the annular hole to ensure rigidity and determine the assembly position.
Piston 77 having a sleeve portion 773 formed with 73
is fitted to form a hydraulic servo B-3 of the brake B3, and a return spring 79 of the hydraulic servo B-3.
is the retainer 82a attached to the tip of the rear support 156.
Supported by Inside the brake B2,
One-way clutch F with sun gear shaft 45 as inner race
1 is provided, the outer race 39 is connected to the brake B2, and the return biasing means 90 and the inner race 83 are spline-fitted on the rear side of the one-way clutch F1 with the fourth hydraulic servo drum 72 at the outer inner diameter. F2 is installed. The third planetary gear set 80 has a sun gear S2 integrally formed with the sun gear shaft 45, a carrier P2 connected to an outer race 86 of a one-way latch F2 on the front side, and a brake B3, and a parking gear 85 on the outer periphery. Surrounding ring gear R2
is connected to the intermediate portion 37 of the output shaft 36 via a flange plate 82. The parking gear 85 operates when the shift lever of the automatic transmission is selected to the parking (P) position.
The parking claw 84 meshes with the parking gear 85 to fix the output shaft 36.

A surplus space 61 on the rear side of the connecting drum 60 outside the second planetary gear set 50 is open to the front and also serves as a reaction plate for a return spring to be described later.
As shown in Fig. 4, it consists of an outer cylinder 721, an inner cylinder 722, and a side wall 723 that connects the two, and is pressed into a U-shaped cross section, and an inner spline 7 is formed on the inner periphery by processing.
24. An outer spline 725 is formed on the outer periphery to be spline-fitted with the transmission case 130, and the outer spline 725 connects the transmission case 13
0 in the rotational direction and a snap ring 733
and the step 7 formed in the transmission case 130.
26, and receives the pressing force when the brake B3 is engaged on the rear side of the hydraulic servo, and the snap ring 733
A fourth annular hydraulic servo drum 72 is provided which is supported by. The fourth hydraulic servo drum 72 and the welding part 7
1A, the intermediate cylinder 71 that prevents oil pressure leakage from the hydraulic servo is press-molded, and one end surface 73 of the inner peripheral side 734 is formed.
5 is attached, and the piston body 731 is made up of one end surface 738 having a hole 737 opened on the front side of the outer peripheral side 736, and the one end surface 738 of the piston body 731 is attached to the piston body 731.
The fourth hydraulic servo drum 72 is connected to the transmission case 1.
A piston 73 is fitted between the fourth hydraulic servo drum 72 and an intermediate cylinder 71 protruding from a predetermined position within the drum 72, and the piston 73 has a snap ring 733 fixed to the brake B2. A hydraulic servo B-2 is formed, and the intermediate cylinder 71 has an optimum diameter corresponding to the area of the piston 73.

As shown in FIGS. 11 to 17, the return biasing means 90 has one end 91a connected to the inner peripheral side 7 of the piston 73.
34, and the other end 91b is fixed to the intermediate cylinder 71.
a connecting tool 91 that is passed around from the inner peripheral side 711 to the other end 712' of the intermediate cylinder 71; and one end 727 of the inner cylinder 722.
a retainer 92 having the other end 921 fixed to the inner cylinder 722 and having one end 922 wrapped around the outer periphery 941 of the ring 94 fixed to the snap ring 95 fixed to the one end 727 of the inner cylinder 722; 91 and a return spring 93 disposed between the retainer 92 and the retainer 92.

The transmission 300 changes the transmission case 1 according to vehicle driving conditions such as vehicle speed and throttle opening.
The engagement of each clutch and brake is controlled by hydraulic pressure selectively output to the hydraulic servo of each friction engagement device from a hydraulic control device 400 in a valve body 403 built in an oil pan 401 fastened to the lower part of the valve 30 by a bolt 402. The gears are engaged or released, resulting in four forward speeds or one reverse speed change. The operation of each clutch, brake, and one-way clutch and the gear position (RANGE) achieved
- Examples are shown in Table 1.

Table 1 In Table 1, E indicates that the corresponding clutch, brake, or one-way clutch is engaged.

(L) indicates that the corresponding one-sided clutch is engaged only in the engine drive state and is not engaged in the engine brake state. Furthermore, L is engaged in the corresponding one-sided clutch engine drive state, but
This indicates that the engagement is not necessarily required (lock) since power transmission is guaranteed by a clutch or brake installed in parallel. Zarani r
indicates that the corresponding one-sided clutch is free.

A rough cross indicates that the corresponding clutch and brake are released.

[Brief explanation of the drawing]

FIG. 1 is a main sectional view of an automatic transmission for a vehicle to which the frictional engagement device for an automatic transmission of the present invention is applied, and FIG. 2 is an automatic transmission for a vehicle to which the frictional engagement device for an automatic transmission of the present invention is applied. 3 is a front view of the hydraulic servo drum related to the frictional engagement device of the automatic transmission of the present invention, and FIG. 4 is a sectional view of the automatic transmission of the present invention.
A sectional view, FIG. 5 is a front view of one of the screws 1 to 1 related to the frictional engagement device of the automatic transmission of the present invention, FIG. 6 is a sectional view taken along line B-C in FIG. 5, and FIG. Invention of automatic transmission a! FIG. 8 is a cross-sectional view of the other piston connected to the frictional engagement device of the automatic transmission of the present invention, FIG. 9 is a cross-sectional view of the adapter sleeve, and FIG. Figure 9 is a front view, Figure 11 is a sectional view of the adapter sleeve,
FIG. 12 is a front view of the intermediate cylinder related to the frictional engagement device of the automatic transmission of the present invention, FIG. 13 is a sectional view of FIG. 12, and FIG.
15 is a sectional view of FIG. 14, and FIG. 16 is a frictional engagement device of the automatic transmission of the present invention. 17 is a front view of the retainer shown in FIG.
It is a sectional view of C.

Claims (1)

[Scope of Claims] 1) A spline extending in the axial direction on a fixed member or rotating member within an automatic transmission case, and first frictional engagements arranged in series to be fitted to the spline. device, said first
A friction engagement device for an automatic transmission, comprising a hydraulic servo drum of the friction engagement device and a second friction engagement device. 2) a spline extending in the axial direction on a fixed member or a rotating member within an automatic transmission case; and a first frictional engagement device arranged in tandem to be fitted with the spline;
A friction engagement device for an automatic transmission, comprising: a hydraulic servo drum of the friction engagement device; a second friction engagement device; and a hydraulic servo piston of the second friction engagement device. 3) the fixed member is a transmission case;
The automatic transmission according to claim 1 or 2, wherein the first frictional engagement device is a multi-disc brake B2, and the second frictional engagement device is a multi-disc brake B3. Frictional engagement device for transmission. 4) The hydraulic servo drum of the first frictional engagement device includes an outer cylinder having a spline formed on the outer periphery, an inner cylinder, and a side wall connecting the outer cylinder and the inner cylinder. 2. The frictional engagement device for an automatic transmission according to item 2. 5) The hydraulic servo piston of the second frictional engagement device includes:
3. The friction engagement device for an automatic transmission according to claim 2, wherein a rib is formed on the outer periphery, and the rib fits into the spline.