JPS6321065B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to an automatic transmission with an overdrive, and particularly to an automatic transmission with an overdrive applied to a FF or RR type automobile. [Prior Art] Conventionally, FF and RR automatic transmissions have been adopted for automobiles in order to expand the living space and make the engine room more compact. [Problems to be Solved by the Invention] When installing an automatic transmission with an overdrive device in order to improve the fuel consumption rate of the engine as an automatic transmission for this FF type and RR type automobile. Since the automatic transmission with an overdrive has an overdrive device added to the main transmission, a problem arises in that the entire automatic transmission becomes large in size. Therefore, it is necessary to make the entire automatic transmission with an overdrive more compact in terms of vehicle configuration by making the overdrive device more compact and the main transmission more compact. First, in order to make the overdrive device compact, a structure in which the overdrive device is provided at the front of the main transmission is considered. With this structure, the engine torque is directly used as input torque to the overdrive device, so an overdrive device is installed at the rear of the main transmission to use the torque increased by the main transmission as input torque to the overdrive device. Compared to the structure (postfix type),
Since the input torque entering the overdrive device is small, it is possible to reduce the permissible torque capacity of the frictional engagement element disposed in the overdrive device that achieves the direct coupling and overdrive conditions.
Therefore, compared to a rear-mounted overdrive device, by downsizing the frictional engagement element, the entire overdrive device can be shortened in the axial and radial directions. However, since the overdrive device is installed at the front of the main transmission, when the overdrive device is in an accelerating state, the input shaft of the main transmission, which is installed at the rear of the overdrive device, rotates at an increased speed. . For example, a second one-way clutch, in which the inner race is fixed to the case and the outer race is connected to the carrier, is released in the overdrive state, which is often used, and is rotated at an increased speed. A problem arises in that sliding wear occurs between the sprag and the outer race due to whirling, which impairs durability.
Therefore, while maintaining the compactness of the second one-way clutch, the sliding wear between the sprag and the outer race due to whirling of the outer race of the second one-way clutch is prevented. An automatic transmission with an overdrive that is suitable for installation in a vehicle as an automatic transmission for FF and RR automobiles by shortening the axial and radial dimensions of the automatic transmission with an overdrive without impairing the durability of the clutch. It is intended for the purpose of providing. [Means for Solving the Problems] The automatic transmission with overdrive of the present invention includes an output shaft 1 of an engine, and a torque converter 2 sequentially arranged in series concentrically with the output shaft of the engine.
0, overdrive device 30, speed change gear device 4
0, a drive gear 51, an output shaft 5 disposed parallel to the output shaft 1 of the engine, a driven gear 52 disposed coaxially with the output shaft 5 and meshing with the drive gear 51; In an automatic transmission comprising an output gear 60 coaxially disposed on the output shaft 5,
The overdrive device 30 has a first planetary gear mechanism 70, a first clutch 10, a first one-way clutch 17, and a first brake 13, and a carrier 74 of the first planetary gear mechanism is connected to the torque converter. 20, the carrier 74 of the first planetary gear mechanism and the sun gear 71 of the gear mechanism are connected via the first clutch 10 and the first one-way clutch 17, The sun gear 71 of the planetary gear mechanism is connected to the first brake 1.
3, and the transmission gear device 40 is connected to a second planetary gear mechanism 80, a third planetary gear mechanism 90, a second planetary gear mechanism
a second clutch 11, a third clutch 12, a second brake 14, a third brake 16, and a second one-way clutch 19, and the ring gear 73 of the second planetary gear mechanism connects the second clutch 11. It is connected to the ring gear 83 of the first planetary gear mechanism through the third clutch 12, and to the sun gears 81, 91 of the second and third planetary gear mechanisms through the third clutch 12. The sun gears 81 and 91 of the planetary gear mechanism are connected to the second brake 14, and the carrier 94 of the third planetary gear mechanism is connected to the third brake 16,
The carrier 84 of the second planetary gear mechanism and the third
A ring gear 93 of the planetary gear mechanism is connected to the drive gear 51, and the third brake 16 is connected to a cylinder 161 provided on the outer periphery of the third planetary gear mechanism 90, and a piston inserted into the cylinder 161. 162 and the third planetary gear mechanism 9 coupled to the carrier 94 of the third planetary gear mechanism
a friction plate 165 that extends around the outer circumference of the cylinder 161 and is engaged with the outer circumference of a hub portion 163 forming an outer race of the second one-way clutch 19 and is pressed by the piston 162; The inner race 164 of the second one-way clutch 19 is connected to the tip, the driving gear 51 and the driven gear 52 are provided at the end opposite to the engine, and the output gear 60 is connected to the engine side of the output shaft 5. It is characterized by being provided at the end of the [Operations and Effects] In the present invention, the second one-way clutch 19
Since the outer race 163 extends around the outer periphery of the third planetary gear mechanism, the outer race of the one-way clutch is less likely to whirl around than when the distance between the shafts of the one-way clutch and the gear rear is long. In particular, at the fourth speed of the D range, even if the outer race 163 of the second one-way clutch 19 rotates at an increased speed, the outer race is less likely to whirl around, so the distance between the sprag and the outer race and between the end bearing and the outer race is reduced. Sliding wear can be prevented, durability can be maintained without increasing the size of the second one-way clutch, and the automatic transmission with overdrive can be made more compact. Further, the third brake 16 is a cylinder 161 provided on the outer periphery of the third planetary gear mechanism 90.
and the piston 1 inserted into the cylinder 161
62 and a carrier 94 of the third planetary gear mechanism.
a friction plate 165 that is pressed by the piston 162 and is engaged with the outer periphery of a hub portion 163 that extends around the outer periphery of the third planetary gear mechanism 90 and forms an outer race of the second one-way clutch 19;
An inner race 164 of the second one-way clutch 19 is provided at the inner end of the cylinder 161.
When the carrier 94 is fixed, both the third brake 16 and the second one-way clutch 19 can be used to hold the carrier stationary. By reducing the hydraulic pressure, the piston of the third brake 16 is actuated to reduce the pressure in the cylinder 161.
Deformation of the second one-way clutch can be minimized and tilting of the second one-way clutch can be prevented. In particular, in the L range, the third brake 1
6 is activated, so when the engine is driven in the L range, where power is transmitted from the engine side to the wheels, the 3rd position
Since the carrier 94 can be stopped by both the brake 16 and the second one-way clutch 19, compared to the case where the carrier 94 is stopped only by the third brake 16, the third brake 16 By engaging the third brake 16, the force for fixing the carrier 94 can be reduced, and the hydraulic pressure for engaging the third brake 16 can be reduced. Furthermore, the third brake cylinder 161
By reducing the deformation caused by the hydraulic pressure of the cylinder and reducing the inclination of the inner race 164 of the second one-way clutch in the lock connected to the cylinder, the second one-way clutch can be operated with the inner race 164 tilted. This has the effect of improving the durability of the one-way clutch since wear and damage to the one-way clutch caused by the locking of the one-way clutch can be prevented. Also, during engine braking, when power is transmitted from the wheel side to the engine side, the second one-way clutch 19 becomes free and sliding occurs between the outer race and the sprag, but compared to when the engine is driving, the carrier 94 is kept stationary. Since the brake capacity required to operate the brake piston 162 is small, the inner race of the second one-way clutch receives less inclination due to the operation of the brake piston 162, so sliding wear between the sprag and the outer race can be prevented. can. Furthermore, when moving backward, the carrier 94 is made to stand still by operating only the third brake 16, so the hydraulic pressure for making the carrier 94 stand still increases, and the piston 162 received by the cylinder 161 of the third brake increases. Even if the reaction force of the hydraulic pressure that energizes is large and the cylinder 161 of the third brake is deformed and the inner race of the second one-way clutch is tilted, the second one-way clutch Since the second one-way clutch is stationary, there is less wear and tear on the second one-way clutch. [Example] Next, an example of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic diagram showing a power transmission mechanism of an automatic transmission according to an embodiment of the present invention, FIG. 2 is a cross-sectional view of the automatic transmission, and FIG. 3 is a second one-way clutch. The arrangement structure diagram is shown. In the figure, the automatic transmission of the present invention includes an output shaft 1 of an engine, a torque converter 20, an output shaft 2 of the torque converter 20, an overdrive device 30,
It is composed of an output shaft 3 of an overdrive device 30, a speed change gear device 40, an output shaft 4 of the speed change gear device 40, a transfer device 50, an output shaft 5, and an output gear 60. The torque converter 20 includes a pump impeller 21,
The pump impeller 21 is connected to the output shaft 1 of the engine, and the turbine runner 22 is connected to the output shaft 2 of the torque converter 20.
connected to. The overdrive device 30 includes a planetary gear mechanism 70,
first clutch 10, first brake 13, first
It consists of a one-way clutch 17. The planetary gear mechanism 70 includes a sun gear 71, a planetary pinion 72, a ring gear 73, and a carrier 74, and the carrier 74 is connected to the output shaft 2 of the torque converter. Also, carrier 74 and sun gear 7
1 through a clutch 10 and a one-way clutch 17. Furthermore, the sun gear 71 is equipped with a brake 13. The speed change gear device 40 receives the output shaft 3 of the overdrive device 30 as an input, and has planetary gear mechanisms 80 and 9.
0 to the output shaft 4. The second planetary gear mechanism 80 and the third planetary gear mechanism 90 each include sun gears 81, 91, planetary pinions 82, 92, ring gears 83, 93, and carriers 84, 94. The output shaft 3 of the overdrive device 30 is connected to the ring gear 83 of the planetary gear mechanism 80 via the second clutch 11, and the sun gears 81, 91 of the planetary gear mechanisms 80, 90 via the third clutch 12. The sun gear shaft 6 is connected to the sun gear shaft 6. In addition, the sun gear shaft 6 is the second
brake 14 and a fourth brake 15 via a fourth one-way clutch 18. The carrier 94 of the planetary gear mechanism 90 is connected to the third brake 16
and a second one-way clutch 19. The carrier 84 of the planetary gear mechanism 80 and the planetary gear mechanism 9
0 ring gear 93 is connected to the output shaft 4. The transfer device 50 consists of a driving gear 51 coaxially connected to the output shaft 4 and a driven gear 52 coaxially connected to the output shaft 5 disposed parallel to the output shaft 4. 51 and driven gear 52
There is an interlocking relationship with. An output gear 60 coaxially connected to the output shaft 5 meshes with an input gear 62 of a differential gear 61 . Also, the pump impeller 2 of the torque converter 20
1 drives an oil pump 100. Next, the second one-way clutch 19 shown in FIG.
The arrangement structure will be explained. The third brake 16 includes a cylinder 161 provided on the outer periphery of the third planetary gear mechanism 90;
Piston 162 inserted into the cylinder 161
and is engaged with the outer periphery of a hub portion 163 that is connected to the carrier 94 of the third planetary gear mechanism, extends around the outer periphery of the third planetary gear mechanism 90, and forms an outer race of the second one-way clutch 19. a friction plate 165 pressed by the piston 162, and a second friction plate 165 at the inner end of the cylinder 161.
An inner race 164 of the one-way clutch 19 is formed. The operations of the clutches 10, 11, 12, brakes 13, 14, 15, 16, and one-way clutches 17, 18, 19 at each gear stage of the automatic transmission of the present invention having such a configuration are summarized in Table 1. It becomes like this.

[Table] In Table 1, the circle mark indicates that the machine is operating by a hydraulic oil operating mechanism. Lock indicates that the one-way clutch is locked when the engine is running. Next, the operation of each gear stage will be explained. D range 1st speed...Clutches 10 and 11 are activated, and when the engine is driving, one-way clutch 1 is activated.
7,19 are working. Power from the output shaft 1 of the engine is transmitted to the output shaft 2 via the torque converter 20, and is transmitted to the carrier 74 of the planetary gear mechanism 70.
can be conveyed to. At this time, since the clutch 10 and the one-way clutch 17 are operating, the planetary gear mechanism 70 rotates as a unit and transmits the same rotation as the shaft 2 to the output shaft 3. Rotation of the shaft 3 is transmitted to the ring gear 83 via the clutch 11. When the engine is driving, the carrier 94 is transmitted with rotation in the opposite direction to the shaft 3, but since its rotation is restrained by the one-way clutch 19, the ring gear 93 rotates in the same direction as the shaft 3 and rotates the output shaft 4. At the same time, the carrier 84 also rotates in the same direction, rotating the output shaft 4,
The combined rotational force is transmitted to the output shaft 4.
The rotation of the shaft 4 is caused by the drive gear 5 of the transfer device 50.
1. It is transmitted to the output shaft 5 via the driven gear 52 and drives the output gear 60. D range 2nd speed...Clutches 10 and 11,
The brake 15 is activated, and the one-way clutches 17 and 18 are activated when the engine is driving. Power from the output shaft 1 of the engine is transmitted to the shaft 3 and then to the ring gear 83 in the same manner as in the case of the first forward speed. At this time, the sun gear 81 is replaced by the ring gear 83.
However, the rotation is restrained by the operation of the one-way clutch 18 and the brake 15, so the planetary pinion 82 is caused to revolve along the sun gear 81 in the same direction as the shaft 3 by the ring gear 83. As a result, the carrier 84 rotates in the same direction and power is transmitted to the output shaft 4. Then, the output gear 60 is transferred via the transfer device 50.
can be conveyed to. D range 3rd speed...Clutch 10, 11, 1
2. The brake 15 is in operation, and the one-way clutch 17 is in operation when the engine is driving. Power from the output shaft 1 of the engine is transmitted to the shaft 3 in the same manner as in the first speed of the D range. Rotation of shaft 3 is transmitted to ring gear 83 and sun gear 81 via clutches 11 and 12. Therefore, in the planetary gear mechanism 80, the ring gear 83 and the sun gear 81
By rotating in the same direction, the planetary pinion 82 rotates together with the ring gear 83 and the sun gear 81 without relative movement, and is transmitted to the carrier 84 and then to the output shaft 4. The signal is then transmitted to the output gear 60 via the transfer device 50. D range 4th speed...Clutches 11, 12 and brake 13 are operating. Power from the output shaft 1 of the engine is transmitted to the output shaft 2 via the torque converter 20 and then to the carrier 74. At this time, since the sun gear 71 is fixed by the brake 13, the ring gear 73 rotates at a higher speed than the rotation of the carrier 74 and is transmitted to the shaft 3. The rotation transmitted to the shaft 3 is transmitted to the transmission gear device 40 and the transfer device 5 in the same manner as in the case of the third speed in the D range.
0 to the output gear 60. During reverse...clutches 10, 12, brake 16, and one-way clutch 17 are in operation. Power from the output shaft 1 of the engine is transmitted to the shaft 3 in the same manner as in the case of the first forward speed. Rotation of shaft 3 is transmitted to sun gears 81 and 91 via clutch 12. At this time, since the carrier 94 is fixed by the operation of the brake 16, the ring gear 93 is rotated by the sun gear 91 via the planetary pinion 92 in a direction opposite to the rotation of the shaft 3, and the rotation is transmitted to the output shaft 4. Furthermore, it is transmitted to the output gear 60 via the transfer device 50. 2nd range...When you want to apply engine braking, such as when driving downhill, select the 2nd range and operate the brakes 14, 15 and one-way clutch 17. Power from the output shaft of the engine is transmitted to the shaft 3 and then to the ring gear 83 in the same manner as in the first speed of the D range. At this time, during engine drive, in which power is transmitted from the engine side to the wheels, the rotation of the sun gear 81 is restrained by the brakes 14 and 15 and the one-way clutch 18, and during engine braking, in which power is transmitted from the wheels to the engine, the rotation of the sun gear 81 is restricted by the brake 14. Therefore, rotation of the sun gear 81 is restricted. As a result, planetary pinion 82
is caused to revolve in the same direction as the shaft 3 along the sun gear 81 by the ring gear 83, and as a result, the carrier 84 rotates in the same direction as the shaft 3, and power is transmitted to the output shaft 4. The signal is then transmitted to the output gear 60 via the transfer device 50. L range: When you want to apply engine braking, such as when driving downhill, select the L range and operate the brake 16 and one-way clutch 19. Power from the output shaft 2 of the engine is transmitted to the shaft 3 and then to the ring gear 83 in the same manner as in the first speed of the D range. At this time, during engine drive in which power is transmitted from the engine side to the wheels, the carrier 94 is connected to the one-way clutch 19 and the brake 1.
The rotation is restrained by the brake 16 during engine braking in which power is transmitted from the wheel side to the engine side, and the rotation is restrained by the ring gear 93.
rotates in the same direction as the shaft 3, causing the output shaft 4 to rotate.
At the same time, the carrier 84 also rotates in the same direction to rotate the output shaft 4, and the combined rotational force is transmitted to the output shaft 4. The rotation of the output shaft 4 is transmitted to the output shaft 5 via a driving gear 51 and a driven gear 52 of a transfer device 50. As explained above, in the present invention, the second
Since the outer race 163 of the one-way clutch 19 extends around the outer periphery of the third planetary gear mechanism, the outer race of the one-way clutch is less likely to swing around than when the distance between the shafts of the one-way clutch and the carrier is long. . In particular, at the fourth speed of the D range, even if the outer race 163 of the second one-way clutch 19 rotates at an increased speed, the outer race is less likely to whirl around, so the distance between the sprag and the outer race and between the end bearing and the outer race is reduced. Sliding wear can be prevented, durability can be maintained without increasing the size of the second one-way clutch, and the automatic transmission with overdrive can be made more compact. Further, the third brake 16 is a cylinder 161 provided on the outer periphery of the third planetary gear mechanism 90.
and the piston 1 inserted into the cylinder 161
62 and a carrier 94 of the third planetary gear mechanism.
a friction plate 165 that is pressed by the piston 162 and is engaged with the outer periphery of a hub portion 163 that extends around the outer periphery of the third planetary gear mechanism 90 and forms an outer race of the second one-way clutch 19;
An inner race 164 of the second one-way clutch 19 is provided at the inner end of the cylinder 161.
When the carrier 94 is fixed, both the third brake 16 and the second one-way clutch 19 can be used to hold the carrier stationary. By reducing the hydraulic pressure, the piston of the third brake 16 is actuated to reduce the pressure in the cylinder 161.
Deformation of the second one-way clutch can be minimized and tilting of the second one-way clutch can be prevented. In particular, in the L range, the third brake 1
6 is activated, so when the engine is driven in the L range, where power is transmitted from the engine side to the wheels, the 3rd position
Since the carrier 94 can be stopped by both the brake 16 and the second one-way clutch 19, compared to the case where the carrier 94 is stopped only by the third brake 16, the third brake 16 By engaging the third brake 16, the force for fixing the carrier 94 can be reduced, and the hydraulic pressure for engaging the third brake 16 can be reduced. Furthermore, the third brake cylinder 161
By reducing the deformation caused by the hydraulic pressure of the cylinder and reducing the inclination of the inner race 164 of the second one-way clutch in the lock connected to the cylinder, the second one-way clutch can be operated with the inner race 164 tilted. This has the effect of improving the durability of the one-way clutch since wear and damage to the one-way clutch caused by the locking of the one-way clutch can be prevented. Also, during engine braking, when power is transmitted from the wheel side to the engine side, the second one-way clutch 19 becomes free and sliding occurs between the outer race and the sprag, but compared to when the engine is driving, the carrier 94 is kept stationary. Since the brake capacity required to operate the brake piston 162 is small, the inner race of the second one-way clutch receives less inclination due to the operation of the brake piston 162, so sliding wear between the sprag and the outer race can be prevented. can. Furthermore, when moving backward, the carrier 94 is made to stand still by operating only the third brake 16, so the hydraulic pressure for making the carrier 94 stand still increases, and the piston 162 received by the cylinder 161 of the third brake increases. Even if the reaction force of the hydraulic pressure that energizes is large and the cylinder 161 of the third brake is deformed and the inner race of the second one-way clutch is tilted, the second one-way clutch Since the second one-way clutch is stationary, there is less wear and tear on the second one-way clutch.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing a power transmission mechanism of an automatic transmission with an overdrive to which the present invention is applied, FIG. 2 is a sectional view of the power transmission mechanism of an automatic transmission with an overdrive to which the present invention is applied; FIG. 3 is a diagram showing the arrangement structure of the second one-way clutch. DESCRIPTION OF SYMBOLS 1... Output shaft of the engine, 2... Output shaft of the torque converter, 3... Output shaft of the overdrive device, 4... Output shaft of the transmission gear device, 5... Output shaft, 10... First clutch , 11... second clutch, 12... third clutch, 13... first clutch
brake, 14... second brake, 15...
Fourth brake, 16...Third brake, 17
...First one-way clutch, 18... Fourth one-way clutch, 19... Second one-way clutch, 2
0... Torque converter, 30... Overdrive device, 40... Speed change gear device, 50... Transfer device, 51... Drive gear, 52... Driven gear, 60... Output gear, 70, 80, 90 ...Planetary gear mechanism, 100...Oil pump, 161...
... Cylinder, 162 ... Piston, 163 ... Hub section, 164 ... Inner race.

Claims (1)

[Scope of Claims] 1. An output shaft of an engine, a torque converter, an overdrive device, a speed change gear device, a drive gear, and an output shaft of the engine, which are arranged concentrically and sequentially in series on the output shaft of the engine. an automatic transmission consisting of an output shaft arranged parallel to the output shaft, a driven gear arranged coaxially with the output shaft and meshing with the drive gear, and an output gear arranged coaxially with the output shaft. In the machine, the overdrive device includes a first planetary gear mechanism, a first clutch, a first one-way clutch, and a first brake, and a carrier of the first planetary gear mechanism is connected to the output of the torque converter. receive,
The carrier of the first planetary gear mechanism and the sun gear of the first planetary gear mechanism are connected via the first clutch and the first one-way clutch, and the sun gear of the first planetary gear mechanism The transmission gear device is connected to the first brake, and the transmission gear device is connected to a second planetary gear mechanism, a third planetary gear mechanism, and a third planetary gear mechanism.
a planetary gear mechanism, a second clutch, a third clutch, a second brake, a third brake, and a second one-way clutch, wherein the ring gear of the first planetary gear mechanism connects the second clutch. a ring gear of the second planetary gear mechanism through the third clutch, and a sun gear of the second and third planetary gear mechanisms through the third clutch; is connected to the second brake; a carrier of a third planetary gear mechanism is connected to the third brake and fixed via the second one-way clutch;
The carrier of the planetary gear mechanism and the ring gear of the third planetary gear mechanism are connected to the drive gear, and the third brake is connected to a cylinder provided on the outer periphery of the third planetary gear mechanism and inserted into the cylinder. The piston is engaged with the outer periphery of a hub portion that is connected to the carrier of the third planetary gear mechanism, extends around the outer periphery of the third planetary gear mechanism, and forms an outer race of the second one-way clutch. a friction plate pressed by a piston, an inner race of a second one-way clutch is connected to the inner end of the cylinder, and the driving gear and the driven gear are provided at an end opposite to the engine. An automatic transmission with an overdrive, wherein the output gear is provided at an engine-side end of the output shaft. 2. The transmission gear system further includes a fourth brake and a third one-way clutch, and the sun gears of the second and third planetary gear sets are connected to the fourth brake via the third one-way clutch. The inner races of the second and third one-way clutches are disposed on the outer periphery of the second planetary gear mechanism, and the outer race of the third one-way clutch has a third one engaged with the outer race. 4. The overdrive according to claim 1, wherein the fourth brake friction plate is provided adjacent to the third brake friction plate. With automatic transmission.