JPS62141344A - Clutch device in automatic transmission - Google Patents

Abstract

PURPOSE:To easily change a gear ratio, by collectively arranging plural clutches, which are connected with plural rotary elements, together with plural hydraulic actuators at the front end portion of an automatic transmission, and additionally providing a third clutch. CONSTITUTION:Clutches C1 and C2 are provided to connect and disconnect an input member 5 with rotary elements R1 and S of planetary gear units 2 and 3. The clutches C1 and C2 are arranged together with hydraulic actuators 66 and 69 at the front end portion of an automatic transmission mechanism 102. Further, a third clutch C0 is arranged at an axially inner portion, and a hydraulic actuator 96 for operating the third clutch C0 is arranged at an axially front portion. The third clutch C0 and the hydraulic actuator 96 are connected by an arm 93a extending on the outside of a flange 54.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Field of Industrial Application The present invention relates to automatic transmissions, particularly automatic transmissions for automobiles used together with torque converters, and more particularly to the structure of a clutch device in an automatic transmission.

(B) Conventional technology In general, automatic transmissions include two single planetary gear units, both planetary units share a sun gear, and the carrier of the first planetary gear unit I and the ring gear of the second planetary gear unit are integrally connected. It is configured with the so-called Simpson system, in which input is selectively input to the ring gear and/or sun gear of the first planetary gear unit by a clutch, and a predetermined rotating element of the planetary gear unit is locked by a brake or a one-way clutch. Further, an output is output from the ring gear of the second planetary gear unit which is integrally connected to the carrier of the first planetary gear unit to obtain three forward speeds.

Conventionally, 4-speed automatic transmissions are based on a 3-speed automatic transmission mechanism consisting of the two planetary gear units mentioned above.
An overdrive (0/D) mechanism or an underdrive (U/D) mechanism consisting of one planetary gear unit is attached to the three-speed automatic transmission mechanism to obtain four forward speeds.

By the way, in recent years, for example, due to the shift to F-F (-70 engine, front drive) vehicles and the increase in horsepower, automatic transmissions are required to be further downsized and the transmission torque capacity is increased. is requested, but the above 0/D
A four-speed automatic transmission consisting of three planetary gear units with additional mechanisms cannot meet the above requirements.

Therefore, an automatic transmission mechanism that obtains four speeds by adding two clutches to the conventional so-called Simpson type planetary gear unit has been proposed in Japanese Patent Laid-Open No. 183147/1983. That is, in the automatic transmission mechanism, the third clutch is interposed between the sun gear of the first planetary gear unit = 4-1 and the sun gear of the second planetary gear unit, which are integrally connected in the conventional Simpson system. In addition, the sun gear of the first gear unit and the carrier of the second gear unit I are connected via a fourth clutch, and the third clutch is disengaged to separate the first gear unit and the second gear unit, and 3 clutch is connected to give input to the carrier of the second gear unit, the sun gear of the second gear unit is fixed, and overdrive is output from the ring gear to obtain 4th speed in addition to the conventional 3rd speed. be.

(c) Problems to be solved by the invention However, since the improved Simpson type automatic transmission separates both planetary gear units with a clutch, it is difficult to integrate both planetary gear units. Moreover, it is also difficult to install a large number of clutches at once. Therefore, the normal Simpson method 3
4 speed automatic transmission mechanism by adding 3rd and 4th clutch
In order to make it a quick automatic mechanism, extremely large changes are required.
The 3-speed automatic transmission mechanism and the 4-speed automatic transmission mechanism must be manufactured separately. For this reason, it is difficult to standardize parts and assembly lines, and high-mix, low-volume production leads to a significant increase in costs, making it impossible to respond to the recent trend of increasing the number of types and variations in vehicle models.

Therefore, the present invention makes it easier by arranging the clutch parts in a location where they can be easily replaced and changed, and adding a third clutch. : The purpose is to provide an automatic transmission that can change the number of gears.

(b) Means for solving the problem The present invention has been made in view of the above circumstances, and is
As shown in FIG.
Automatic transmission mechanism 102 having a third clutch C8 other than
It is equipped with The clutches C1 and C2 together with their hydraulic actuators 66 and 69 are disposed at the tip of the automatic transmission mechanism 102. Further, a third clutch c is provided at the back side in the axial direction, sandwiching the flange portion 54 that constitutes a part 66a of the hydraulic actuator 66 and is a connecting member between the input member 5 and each clutch C1, C2.
o is arranged, and a hydraulic actuator 96 for operating the third clutch is arranged at the axial end portion, and furthermore, the third clutch C8 and its hydraulic actuator 96 are arranged on the outer diameter side of the flange portion 54. Extending arm 9
It is characterized by being connected to B at point 3a.

Further, the flange portion 54 has a stepped flange portion 54c, and the inner circumferential surface thereof constitutes a cylinder 66a of the hydraulic actuator 66 for operating one clutch C1 of the plurality of clutches C1°C2. cylinder 96a of the hydraulic actuator 96 for operating the third clutch.
It is desirable to configure

Specifically, the automatic transmission mechanism 102 includes a single planetary gear unit 2 and a dual planetary gear unit 3, as shown in FIG.
) and the sun gear s (s,.

S2) are integrally connected. Further, the input member 5 connected from the engine output shaft 15 via the torque converter 16 or the lock-up clutch 17 is connected to the ring gear R1 of the single planetary gear unit 2 via the first clutch C1, and the input member 5 is connected to the ring gear R1 of the single planetary gear unit 2 via the first clutch C1. C
It is connected to sun gear S via 2. In addition, the sun gear S is directly braked by the first brake B1, and the first
the second brake B2 via the one-way clutch F,
The ring gear R2 of the dual planetary gear unit 3 is directly braked by the third brake B3, and the second one-way clutch F2 is restricted from rotating in one direction.

In addition, the input member 5 is connected to the ring gear R of the dual planetary gear 3 via the third clutch c0, and the sun gear S is connected between the input member 5 and the sun gear S.
A third one-way clutch F restricts the rotation of the input member 5 from exceeding the rotation of the input member 5. is intervening.

The first clutch CI is disposed on the outer diameter side of the ring gear R1 of the single planetary gear unit 2 and on the inner diameter side of the flange 54, and the second clutch C2 is arranged in line with the ring gear R1 of the single planetary gear unit 2 in the axial direction. and a third one-way clutch F. is arranged on the inner diameter side of the second clutch C2.

(E) Function Based on the above-mentioned configuration, the 4-speed automatic transmission mechanism 10 shown in FIG.
2 operates according to the operation table shown in FIG. That is, D
In the first gear state in the range, the first (forward) clutch C1 is connected. Then, the rotation of the input member (shaft) 5 is transmitted to the ring gear R1 of the single unit 2 via the clutch C1, and in the parenthesized state, the rotation is transmitted from the ring gear R2ζ of the dual unit 1-3 to the second one-way clutch F
2, the common gear rear CR is rotated at a significantly reduced speed in the forward direction while the sun gear S idles in the reverse direction, and the rotation is extracted from the output member (gear) 9. Further, in the second speed state, in addition to the engagement of the first clutch CI, the second (second) brake B2 is operated. Then, the rotation of the sun gear S is stopped by the operation of the first one-way clutch F based on the brake B2, and therefore the rotation of the ring R1 from the input member 5 is stopped by the rotation of the ring R1 from the input member 5.
While the ring gear R2 of No. 3 is idly rotated in the forward direction, the carrier CR is decelerated and rotated in the forward direction, and the rotation is outputted to the output member 9 as second speed. Also, in the third speed state, in addition to the connection of the first (forward) clutch C1, the third clutch C8 (
Or the second clutch C2) is connected. Then, the rotation of the input member 5 is transmitted to the ring gear R1 of the single unit 2 via the clutch C1, and at the same time is transmitted to the ring gear R2 of the dual unit 3 via the clutch C0. Therefore, each element of both planetary gear units 2 and 3 rotates as a unit, and rotation at the same speed as the input member 5 is transmitted from the carrier CR to the output member 9.

At this time, the second brake B2 maintains the locked state until the clutch C8 is engaged to prevent the second gear from returning to the first gear, and the engagement of the clutch C8 is completed and the planetary unit 12 , 13 are rotated together,
3rd one-way clutch F.

rotates synchronously. In the fourth speed state, the first clutch C1 is released and the first brake B is operated. Then, the rotation of the input member 5 is transmitted to the ring gear R2 of the dual unit 13 via the clutch C6, and since the sun gear S is stopped in this state, the rotation of the input member 5 is transmitted to the ring gear R2 of the dual unit 13.
rotates at high speed, and this high speed rotation is overdrive (0/D)
It is taken out to the output member 9 as. Note that when upshifting from 3rd gear to 4th gear, the first clutch C0 is released prior to activation of the first brake B1, and the third one-way clutch F is activated. Based on the configuration that prevents the speed increase of sun gear S,
This provides a time margin for the locking operation of the first brake B, which facilitates the operation timing, and also prevents shift shock caused by changing the grip, thereby achieving smooth shifting. Furthermore, at this time, the second brake B2 and the first one-way clutch F
, may be engaged.

Similarly, when downshifting from 4th gear to 3rd gear, the third one-way clutch F is activated. The presence of this prevents the sun gear S from rotating faster than the input member 5 due to the release of the first brake B1, giving time for the connection of the first clutch C1, facilitating the actuation timing, and making it easier to change the grip. It is possible to prevent shift shock due to this and achieve a smooth shift. In addition, the 3rd range is the 1st speed in the D range,
This is the same as 2nd speed and 3rd speed.

Further, in the reverse (R) range, the second clutch C2 and the third (1st/reverse) brake B3 are operated.

Then, the rotation of the input member 5 is transmitted to the sun gear S via the clutch C, and in the parenthesized state, the rotation of the input member 5 is transmitted to the sun gear S.
Since the ring gear R2 of the single unit 2 is fixed by the operation of the third brake B3, the ring gear R1 of the single unit 2
While the carrier CR is being reversed, the carrier CR is also reversed, and the reversed version of the carrier is taken out to the output member 9. Also, in Runji, D
In addition to the first speed state in the range, the third brake B3 is activated. Therefore, during engine braking (input/output reversal),
In the D range, the transmission is cut off by the one-way clutch F2, resulting in a idling state, but in the 11/2 range, the ring gear R2 is fixed by the brake B3, and the 1-way clutch F2 is in the idling state.
maintained at high speed. Furthermore, the 1st speed of the 2nd range is the same as the 1st speed of the D range, and in the 2nd speed, in addition to the 2nd speed state of the D range, the first (2nd coast) brake B is activated. Then, during engine braking, the one-way clutch F causes the engine to idle in the D range, but the sun gear S is kept in a fixed state by the brake B in the 2nd range, and is maintained in the 2nd speed state.

When the first clutch C1 is maintained, that is, when the vehicle is traveling forward, pressure oil is supplied to the oil chamber 65 of the hydraulic actuator 66 through the oil passage. Then, the movable member 62 constituting the piston of the hydraulic actuator 66 moves to the first clutch C.
1 to connect the clutch C1. In this state, the rotation of the flange portion 54 that is integral with the input member 5 is transmitted from the connecting spline portion to the ring gear R0 via the first clutch C1. Furthermore, during third-speed shifting, the third clutch C8 is also connected in addition to the first clutch C5, but at this time, the oil chamber 9 of the hydraulic actuator 96 is
8 is also supplied with hydraulic pressure. Then, using the outer circumferential surface of the flange portion 54 as a cylinder, the movable member 93 acts as a piston and moves rightward in FIG. 1, connecting and operating the third clutch C8 via the tongue 99. In this state, the rotation of the flange portion 54 that is integral with the input member 5 is transmitted to the ring gear R2 of the dual planetary gear via the connecting spline portion, and the planetary gear units +, 2, and 3 rotate integrally.

Further, during a 4-speed shift, the third clutch C8 remains connected, the hydraulic pressure to the actuator 66 is released, and the first clutch is disengaged. In this state, the rotation of the input member 5 is transmitted to the ring gear R2 of the dual planetary gear unit 3 via the third clutch C8. Further, when traveling backward, only the second clutch C is connected, but at this time, hydraulic pressure is supplied only to the oil chamber 67 of the hydraulic actuator 69.

Then, the piston member 63 contacts the second clutch C2 and connects only the second clutch C2.

(f) Example Hereinafter, embodiments embodying the present invention will be described.

Before explaining the present invention in detail, an automatic transmission equipped with a 3-speed automatic transmission mechanism, which is the basis of the present invention, will be explained.

3-speed automatic transmission mechanism section 10. The automatic transmission 12 includes:
As shown in FIG. 4, the 1-luke converter section 31 is equipped with a 3-speed automatic transmission mechanism section 101, an additional transmission section 202, and a differential section 35, and these sections are joined together to form an integral structure. It is housed in a transaxle housing 36, a transaxle case 37, and a transaxle cover 39. The converter section 31 consists of a torque converter 16 and a lock-up clutch 17 (see Fig. 2), and the oil flow in the 1-roux converter 16 or the lock-up clutch is connected to the shaft 15 connected to the engine crank shirt 1-. The transmission is transmitted to the input shaft 5 in the automatic transmission mechanism section 101 via the connection 17. A valve body 46 is disposed at the upper part of the transaxle case 37, and an automatic and movable speed mechanism section 10. An oil pump 47 is installed between the and torque converter section 31.
is installed.

3-speed automatic transmission mechanism section 10. , a brake part 49, an output part 50, a planetary gear unit part 51, and a clutch part 6 are arranged in this order in the axial direction outward from the engine output part, and a hollow part is fitted over the input shaft 5 so as to be freely rotatable. A shaft 53 is supported. The planetary gear unit section 51 consists of a single gear unit 2 and a Pu'er gear unit 3, and the single unit 2 has a hollow shaft 53.
A carrier CR that supports a sun gear S1, a ring gear R1, and a pinion P that meshes with these gears.
The dual unit 3 supports a sun gear S2 and a ring gear R2 formed on the hollow shaft 53, as well as a first pinion P2 that meshes with the sun gear S2 and a second pinion P2 that meshes with the ring gear R2 so as to mesh with each other. It consists of carrier CR2.

Both units 2 and 3 are sun gear S.

Both S2 are gears with the same number of teeth formed on the hollow shaft 53 or IB
- Ranari (hereinafter simply referred to as S), also carrier CR,.

CR2 is integrally constructed with three side plates (hereinafter simply referred to as CR). In this example, pinions P and P
Although these are constructed as separate bodies, they may be constructed as an integrated long pinion P, as shown in Fig. 2, and both sun gears S
,, S2 may be configured in common. In addition, the brake part 4
9 is a one-way clutch F0, a second brake B2, and a first brake B in order from the inner diameter side to the outer diameter direction.
, and furthermore, hydraulic actuators 55 and 56 formed in the case of the oil pump 47 are arranged in parallel in the radial direction at positions adjacent to each brake. Note that the first brake B is interposed between the flange portion 53a at the tip of the hollow shaft 53 and the pump case 37a that is integrated with the axle case 37, and the second brake B2 is interposed between the outer race of the first one-way clutch F and the axle case 37. Pump case 37a
The first one-way clutch F1 is interposed between the hollow shaft 53 and the second brake B.

On the other hand, the output section 50 is the transmission mechanism section 10. The output member 9 is located approximately in the center of the output member 9 and has an output (counter drive) gear. The output member 9 has the outer diameter of its boss portion connected to the partition wall 3 that is integrally formed with the axle case 37.
7b via a bearing 57 so as to be rotatable and immovable in the axial direction, and the bearing 57 is spline-coupled to the partition wall 37b and has an outer race and two inner races with a spacer ring interposed therebetween. Consists of drawer bearings. Further, the outer race has a stepped portion and extends in the axial direction, and the extended portion is also used as the inner race of the second one-way clutch F2. In addition, the ring gear R2 of dual unit 3
A connecting member 59 is disposed which is spline-coupled with the second one-way clutch F2 and extends in the axial direction to serve as an outer race of the one-way clutch.
is intervening. Therefore, the one-way clutch F2 is arranged in the axial direction between the planetary gear unit 3 and the case partition wall 37b, and the one-way clutch F2 is connected to the ring gear R2 of the unit 3.
It is located approximately inward of the Further, a third brake B3 is interposed between the outer periphery of the ring gear R2 and the axle case 37, and a cylinder is formed on the side wall surface of the partition wall 37b, and a hydraulic actuator 60 consisting of a piston is installed in the cylinder. It is disposed so as to be sandwiched between the second one-way clutch F2 and the second one-way clutch F2. Furthermore, the hydraulic actuator 60 has a cylindrical comb-shaped arm, which extends in the axial direction passing through the outer diameter side of the second one-way clutch F2 to control the eight third brakes. At the same time, a return spring is disposed in the comb teeth portion.

The clutch section 6 includes a first (forward) clutch C1 and a second (direct) clutch C2, and an automatic transmission mechanism section 10. It is located at the tip and housed in the transaxle cover 39 part. Further, a flange portion 54 is integrally connected to the tip of the input shaft 5, a movable member 62 is fitted to the flange portion 54, and a piston member 63 is fitted to the movable member 62. ing. Further, the movable member 62 forms an oil chamber 65 at its inner diameter with the cylinder formed by the inner surface of the flange 19, and its outer diameter prevents only relative rotation with the flange 54. The first clutch C1 is connected to the first clutch C1 in a similar manner and faces the first clutch with a slight distance d therebetween, thereby forming a hydraulic actuator 66 for the first clutch C1. On the other hand, screw 1-
The clutch member 63 forms an oil chamber 67 between it and a cylinder formed from the inner circumferential surface of the movable member 62, and also forms an oil chamber 67 between the second clutch C and a distance d2 (dl<d2) larger than the distance d1 on the opposite surface.
) and is in contact with the second clutch C2, and constitutes a hydraulic actuator 69 for the second clutch C2.

Note that the hydraulic actuator 66.69 is located in the oil chamber 65.6.
When the pressure oil inside 7 is released for the first time, it has a structure that prevents it from coming out due to centrifugal force, so a check valve is installed to discharge it at a predetermined pressure. Furthermore, a spring 70 is compressed between the piston member 63 and a ring fixed to the flange connection boss portion 5b, and the spring 70 is common to the piston members 62, 63 of the double-pressure actuators 66, 69. It constitutes a return spring. Further, the first clutch C1 is interposed between the inner circumference on the outer diameter side of the flange portion 54 and the outer circumference of the ring gear R1 of the single unit 2, and the second clutch C2 is interposed between the inner circumference of the movable member 62 and the hollow shaft 53.
It is interposed between the flange portion 53b and the flange portion 53b connected to the tip. Further, the return spring 70 is arranged between the piston member 63 and the flange portion 53b on the inner diameter side of the second clutch C2.

On the other hand, the additional transmission section 202 has a counter shaft 71 rotatably supported by the axle case 37, and the tip of the shaft 71 has an underdrive (U
/D) is equipped with an auxiliary transmission unit 1-22 consisting of a single planetary gear unit 26. Further, the shaft 71 is provided with a differential drive pinion 2.
3 are connected and supported, and a counter driven gear 21 meshing with the counter drive gear 9 is rotatably supported on the hollow boss portion 23a of the pinion 23 by a bearing. Further, the planetary gear unit 26 includes a sun gear S3, a carrier CR3 that supports a pinion F3 and is connected to the differential drive pinion 23, and a ring gear R3 that is integrally connected to the counter driven gear 21. Further, a boss member 76 on which a sun gear S3 is formed is rotatably supported by the shaft 71, and the boss member 76 has a flange portion. 6a is connected. A connecting member 37 is connected to the tip of the boss member 76 and the axle case 37.
4th (U/D) one-way clutch F
3 is interposed therebetween, and a fourth (U/D) brake B4 consisting of a band brake is disposed on the outer periphery of the flange portion 76a. Further, there is a fourth (U
/D direct) clutch C3 is interposed, and the clutch C3 is a flange part? It is controlled by a hydraulic actuator 77 formed inside 6a. In addition, carrier CR
The actuator 77 is installed inside the flanged side plate 79 that constitutes the
A return spring 80 is provided.

In addition, the differential section 35 is connected to an axle case 37.
Left and right front axles 81 rotatably supported by
1, 81r, a differential gear unit 82 and a ring gear mount case, and are connected to left and right front axles 811, 81r.

Next, the operation of the transmission 12 will be explained with reference to the schematic diagram shown in FIG. 5 and the operation table shown in FIG. 6.

The engine torque is transferred to the 3-speed automatic transmission mechanism section 10 through the torque converter section 31. is transmitted to the input shaft 5 of. Then, in the transmission mechanism section 101, each clutch C1, C2, each brake B, B2 . B3 and each one-way clutch F.

Based on the operation of F2, three forward speeds and one reverse speed can be obtained,
The speed-changed rotation is transmitted from the counter drive gear 9 to the counter driven gear 21 of the additional transmission section 202.

Furthermore, the additional transmission section 202 performs two speed changes to direct connection and U/D based on the operation of clutch C3, brake B4, and one-way clutch F3.

These automatic transmission mechanism section 101 and additional transmission section 20
2 transmissions are combined, totaling 4 forward speeds (maximum coarse combination: 6
speed is possible). That is, the automatic transmission mechanism section 101 is in the 1st and 2nd speeds, the additional transmission section 202 is in the U/D state to obtain the overall 1st and 2nd speeds, and then the automatic transmission mechanism section 101 is in the 2nd speed state. Then, the additional transmission section 202 is switched to direct connection to obtain a total of 3 speeds, and from this state, the automatic transmission mechanism section 10. is switched to 3rd gear to obtain a total of 4th gear. The fourth forward speed rotation is transmitted from the differential drive pinion 23 to the ring gear 85 of the differential section 35, and further transmitted to the left and right front axles 81j) and 81r by the differential gear unit 85 to drive the front wheels.

Next, an embodiment of the present invention will be described based on FIG.

In this example, a third clutch C0 and a third one-way clutch are added to the three-speed transmission mechanism described earlier, and only the clutch portion is different and the other parts are the same. The parts are given the same reference numerals and the explanation is omitted.

The automatic transmission 14 (15) has a 4-speed automatic transmission mechanism part 102, and the transmission mechanism part 102 has a clutch part 6' at its tip, that is, the part covered by the transaxle cover 39'. have. The clutch portion 6' is arranged in line with the first clutch C1 on the back side in the axial direction, and is connected to a third clutch C1.
A third one-way clutch F is provided between the return spring 70 and the flange portion 53b. is located. Therefore, these third clutch C8 and one-way clutch F. are at different positions in the radial direction, so
3-speed automatic transmission mechanism section 10. The clutch C8 is longer in the axial direction by approximately the width of the clutch C8. Further, the first clutch C1, the second clutch C2, and their hydraulic actuators 62 and 63 are connected to the three-speed automatic transmission mechanism section 10. , except that the ring gear R1 engaged with the first clutch C1 is engaged via a connecting portion 92 extending in the axial direction, and the flange engaged with the second clutch C. The difference is that the flange portion of the portion 53b is longer in the axial direction, and the flange portion 54 coupled to the tip of the input shaft 5 is longer in the axial direction. A cylindrical movable member 93 is fitted on the outer periphery of the flange structure 54, and the inner peripheral surface of one end of the movable member 93 is connected to the flange portion 54.
It is fitted in an oil-tight manner to the reaction force member 95 fitted to a,
An actuator 96 for the third clutch C8 is composed of a double piston. Further, the movable member 93 is an arm extending on the outer diameter side of the flange portion 54, and a flavoring material 99 that can come into contact with the third clutch C0 at the tip thereof is suspended and fixed in the inner diameter direction. A return spring 100 is compressed between the other end of the member 93 and a ring fixed to the flange portion 5a.

Further, an embodiment in which the clutch portion 6' is partially modified will be described in detail with reference to FIG. 1.

The hydraulic actuator 96 for the third clutch C8 according to this embodiment has a movable member 93 constituting a single piston consisting of a single oil chamber 98, and the screw 1-structure 93b of the movable member 93 is connected to the flange portion 54. The cylinder 96a is configured along the outer peripheral surface of the cylinder 96a. Further, the distal end portion of the movable member 93 is an arm 93a extending toward the outer diameter side of the flange portion 54, and a tongue 99 is configured to hang down in the inner diameter direction at the distal end. Further, a return spring 100 is compressed between the base of the incense 99 and the annular protrusion 54d of the flange portion 54. Furthermore, the ring gear R1 of the single planetary gear unit 2 extends in the axial direction and directly engages the first clutch C1. Further, an oil passage C for the actuator 96 is formed in the rising part of the flange part 54, and hydraulic pressure is supplied to the actuator 96 from the annular flange part 39'a formed on the cover 39' through the oil passage of the boss part 5b. is supplied. Further, the ring gear R2 of the dual planetary gear unit 3 has a spline formed on its outer peripheral surface, and a third brake B3 is engaged with the spline, and a connecting member 101 having a stepped cylindrical shape is engaged with the spline. Furthermore, a third spline is formed on the outer periphery of the small diameter portion of the connecting member 101.
Clutch C8 is engaged.

Next, the operation of the above embodiment will be explained with reference to the schematic diagram shown in FIG. 8 and the operation tables shown in FIGS. 9 and 10.

The rotation of the input shaft 5, which is transmitted with power via the torque converter section 31, is controlled by the four-speed automatic transmission mechanism section 102 according to the operation table of each clutch C, C2, Co, each brake B, etc.
B2. B, and each one-way clutch F,, F2.
Based on the operation of Fo, four forward speeds and one reverse speed are obtained. In addition, 1 in R range, 2 range and D range
3 speed automatic transmission mechanism 10. Since it is similar to , the explanation will be omitted.

That is, in the third speed state in the D range, the first clutch C1
In addition to the connection of the third clutch C8.

Then, the rotation of the input shaft 5 is transmitted to the ring gear R1 of the single unit 2 via the clutch C0, and at the same time is transmitted to the ring gear R1 of the dual unit 3 via the clutch C6.
2. Therefore, both planetary gear units 2
, 3 rotate together, and rotation at the same speed as the input shaft 5 is transmitted from the carrier CR to the counter drive gear 9. At this time, the second brake B2 maintains the locked state until the clutch C8 is engaged to prevent the second gear from returning to the first gear, and the engagement of the clutch C0 is completed and the planetary unit 12 .13 is rotated as a unit, the third one-way clutch F. rotates synchronously. In the fourth speed state, the first clutch C1 is released and the first brake B1 is operated. Then, the rotation of the input shaft 5 is transmitted to the ring gear R2 of the dual unit 13 via the clutch C8, and since the sun gear S is stopped in the parenthesized state, the rotation of the input shaft 5 is transmitted to the ring gear R2 of the dual unit 13.
The carrier CR rotates at high speed while increasing the speed and idling, and this high speed rotation is taken out to the counter drive gear 9 as an overdrive (0/DJ).Furthermore, the speed change rotation of the counter drive gear is controlled by the additional speed change section 202. , clutch C3, brake B4 and one-way clutch F3 according to the operation table
Based on each operation, the gears are changed to direct connection and U/D. Then, the respective speeds of the automatic transmission mechanism section 102 and the additional transmission section 202 are combined, and the entire transmission has 5 forward speeds (14) or 6 forward speeds (15) (8 speeds are possible with the maximum combination).
is obtained. More specifically, the 4-speed automatic transmission mechanism section 10. The combination of the 1st speed and the U/D of the additional transmission section 202 obtains the 1st speed overall, and then, while the mechanism section 102 remains in the 1st speed, the additional transmission section 202 is switched to direct connection to obtain the 2nd speed overall, and then The mechanism section 10□ is set to 2nd speed, and the additional transmission section 202 is switched to U/D to obtain a total of 3 speeds, and then only the additional transmission section 202 is switched to direct connection to obtain a total of 4 speeds, and the direct connection state is achieved. Then, the automatic transmission mechanism section 102 is switched to 3rd and 4th speeds to obtain a total of 5th and 6th speeds, thereby obtaining an automatic transmission 15 with 6 consecutive speeds. In addition, the automatic transmission 15 has a 2nd speed state in which the automatic transmission mechanism section 102 is 1st speed and the additional transmission section 202 is U/D, and the automatic transmission 15 has a 5th forward speed.
is obtained.

(g) As described in detail, according to the present invention, a plurality of rotating elements R
A plurality of clutches C, , C2 and their operating hydraulic actuators 66 and 69 respectively connected to the clutches 66 and 69 are collectively arranged at the tip of the automatic transmission mechanism, and in addition, a third clutch is connected to the clutch portion 6'. Since C8 and the hydraulic actuator 96 for its operation are arranged, the 3-speed automatic transmission mechanism 10. The number of gears can be increased by changing the 4-speed automatic transmission mechanism 102 to a 4-speed automatic transmission mechanism 102. Based on this, multiple automatic transmissions can be assembled using common parts and assembly lines, resulting in a significant increase in equipment and It can accommodate a wide variety of vehicle models and wide-variable blind vehicles without increasing costs. Further, a third clutch C is provided at the back side in the axial direction, sandwiching the flange portion 54 that constitutes a part (cylinder) 66a of the hydraulic actuator 66 and is a connecting member between the input member 5 and each clutch C1, C2.
Since the hydraulic actuator 96 of the clutch C6 and the actuator 96 are arranged at the tip of the clutch C6 and the actuator 96 are connected by an arm 93a extending along the outer diameter of the flange portion 54, it can be configured as a combination I, and is particularly suitable for automatic transmissions. By reducing the length in the axial direction, it is possible to overcome the mounting problems associated with the narrowing of the mounting space due to F-F conversion, etc.

Further, the flange portion 54 has a stepped flange portion 54c, the inner peripheral surface of which constitutes the cylinder 66 of the hydraulic actuator 66, and the outer peripheral surface thereof constitutes the cylinder 96a of the hydraulic actuator 96 for the third clutch 3l-co. Then, the clutches C, , Co and the hydraulic actuator 6
9.96 can be easily assembled and disassembled, improving ease of assembly and maintenance, and making it even more compact.

Further, the automatic transmission mechanism 102 includes a single planetary gear unit 2 and a dual planetary gear unit 3, and integrally connects the carriers CR and the sun gears S, and further connects the ring gear R1 of the single planetary gear unit 2 to the first clutch C1. The sun gear S is also connected to the input member 5 through the second clutch C2, and the carrier CR is connected to the output member 9, and the ring gear R2 of the dual planetary gear unit 3 is connected to the third clutch C2.
The locking means B, , B2. are connected to the input member 5 via the clutch C8 of the locking means B, , B2. B3. F,, F
2, and the rotation of the sun gear S controls the rotation of the input member 5 by the third one-way clutch F. If the configuration is such that it can be regulated so that it does not exceed the value of C0, C2,
The connection between the co and the planetary gear units 2 and 3 becomes more rational, and the automatic transmission mechanism 102 has a more compact structure, and the automatic transmission can be made even more compact.

Further, the first clutch C1 is arranged on the outer diameter side of the ring gear R1 of the single gear unit 2 and on the inner diameter side of the flange portion 54, and the second clutch C2 is arranged axially with the ring gear R1, Clutch C8 as first clutch C
1 and the third one-way clutch F. is located on the inner diameter side of the second clutch C2,
It can be arranged so that no space is wasted, and further compactness can be achieved.

[Brief explanation of drawings]

FIG. 1 is an enlarged sectional view showing the main parts of the present invention, FIG. 2 is a schematic diagram showing a 4-speed automatic transmission mechanism to which the present invention can be applied, and FIG. 3 is a diagram showing the operating state of each element thereof. . Further, FIG. 4 is an overall sectional view showing the transmission which is the basis of the present invention, FIG. 5 is a schematic view thereof, and FIG. 6 is a diagram showing the operating state of each element thereof. Further, FIG. 7 is a general sectional view showing an embodiment according to the present invention, FIG. 8 is a schematic view thereof, and FIGS. 9 and 10 are views showing operating states of each element in different embodiments. 12.14, 15... Automatic transmission, 2... Single planetary gear unit, 3... Dual planetary gear unit, 6, 6'... Clutch section, 5... Input member, 9... Output member, 10,
... (3 speed) automatic transmission mechanism (part), 102 ... (4
speed) automatic transmission mechanism (part), 20. . 202... Additional transmission section, 37... (Transaxle) case, 39'... (Transaxle)
Cover, 54...Flange part, 54c...Stepped collar part, 62...Movable member, 62a...Piston, 63...Piston member, 65...Oil chamber, 66...Hydraulic actuator, 66a・・・
・Cylinder, 67... Oil chamber, 69... Hydraulic actuator, 93... Movable member, 93a.
...Arm, 93b...Piston part, 96.
...Hydraulic actuator, 98...Oil chamber, 9
9...Tongue, 100...Return spring, C
1.First clutch, C2..Second clutch, c
o...Third clutch, B1...First brake, B2...Second brake, B3...Third brake Fl...First one-way clutch, F
2...Second one-way clutch, Fo...Third one-way clutch, R,, R2, R3...Ring gear, S, S,, B2゜S...Sun gear, R
,,S...multiple rotating elements, P, P,,B2...carrier binion, CR. CR,, CR2...Predetermined rotating element (carrier).

Claims (4)

[Claims] (1) A plurality of planetary gear units, locking means for locking appropriate rotational elements of the gear units, an output member connected to a predetermined rotational element of the gear unit, and each connected to the plurality of rotational elements of the gear unit via a clutch. In an automatic transmission comprising an automatic transmission mechanism having an input member that operates and a third clutch other than the clutch, a plurality of clutches respectively connected to the plurality of rotating elements together with a hydraulic actuator for operating the clutches collectively automatically shift the transmission. The third portion is disposed at the distal end of the mechanism, and forms a part of the hydraulic actuator, and is located at the back side in the axial direction, sandwiching the flange portion which is a connecting member between the input member and each clutch.
A hydraulic actuator for operating the third clutch is arranged at the axial end portion, and
A clutch device for an automatic transmission comprising a clutch and its hydraulic actuator connected by an arm extending on the outer diameter side of the flange portion. (2) The flange portion has a stepped flange portion, and its inner peripheral surface constitutes a cylinder of a hydraulic actuator for operating one of the plurality of clutches, and its outer peripheral surface portion constitutes a cylinder for operating the third clutch. 2. A clutch device for an automatic transmission according to claim 1, which constitutes a cylinder of a hydraulic actuator. (3) The plurality of planetary gear units are a single planetary gear unit and a dual planetary gear unit, and the carriers of these planetary gear units and the sun gears are integrally connected, and the locking means directly stops the sun gear. A brake No. 1, a second brake that stops via a one-way clutch No. 31, a third brake and a second one-way clutch that stop the ring gear of the dual planetary gear unit, and a sun gear so that the rotation does not exceed the rotation of the input member. Consists of a third one-way clutch that regulates
Further, the predetermined rotating element connected to the output member is a carrier, and the plurality of clutches include a first clutch that connects the input member and a ring gear of a single planetary gear unit, and a second clutch that connects the input member and a sun gear. The clutch device for an automatic transmission according to claim 1, wherein the third clutch is a clutch that connects an input member and a ring gear of a dual planetary gear unit. (4) the first clutch is located on the outer diameter side of the ring gear of the single planetary gear unit and on the inner diameter side of the flange portion, and the second clutch is located axially side by side with the ring gear of the single planetary gear unit, Further, the third clutch is located in line with the first clutch on the back side in the axial direction, and furthermore, the third one-way clutch is located on the inner diameter steel of the second clutch. Clutch device in the automatic transmission described in 2.