KR100438495B1 - Automotive automatic transmission - Google Patents

Abstract

The purpose of the present invention is to reduce inertia torque (inertia torque) of the clutch to reduce shift shock, and to further compact the apparatus. The automatic transmission T is configured to include an input shaft 14 in the transmission case 10, A transmission mechanism (M), an output shaft (15), two clutches (C-1), (C-2) for driving connection thereof, and their hydraulic servos (3) and (4) are provided. To achieve this, the transmission mechanism (M) is fitted to the transmission case side walls (10a) and (10b), and the hydraulic servos (3) and (4) of the stationary cylinder type are buried and installed, and they and the clutch (C-1) are installed. ) And (C-2) spaced apart from each other and convey the pressing force of clutch engagement through bearings 32 and 42, making the device compact and inertial force of the rotating member related to the transmission mechanism M. It is a vehicle automatic transmission to reduce the.

Description

Automotive automatic transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle. More particularly, the present invention relates to an automatic transmission for a vehicle in a gear train configuration in which a power transmission path is switched by a clutch in which a hydraulic servo portion is non-rotated using a stationary cylinder.

In an automatic transmission that is mounted on a vehicle and achieves a number of forward shift stages, at least two clutches are required to connect the rotational members involved in the shift, depending on the configuration of the gear train. This clutch of the conventional automatic transmission uses a wet multi-plate clutch, which is different from the same wet multi-plate brake that fixes the reaction force element to the transmission case, and thus, a clutch hub supporting the friction member. Since both the and the clutch drums are rotating members, it is common to configure the hydraulic servo that is engaged with the friction plate to be integrated with the clutch drum. And the piston are used to define the oil loss (hereinafter, such a type is referred to as a clutch drum type). As a clutch of such a structure, for example, there is a technique disclosed in Japanese Patent Laid-Open No. 62-52249.

However, in the case of the clutch drum type as described above, the device is enlarged as much as the cylinder of the hydraulic servo. In addition, as it requires at least two clutches in order to achieve a plurality of forward shift stages as described above, it also serves as a factor preventing the miniaturization of the automatic transmission.

In addition, in the automatic transmission, a rotational change occurs in the rotational member during shifting, and an inertia torque is generated by the rotational change and the weight of the rotational member, which affects the fluctuation of the output shaft torque and causes a shift shock. . Looking at the conventional technology in this respect, since the clutch drum type including the hydraulic servo in the rotating member, the weight of the rotating member is increased by the hydraulic servo portion to increase the inertia force, thereby increasing the shift shock.

When the hydraulic servo is conventionally used as a clutch drum type, centrifugal pressure is generated by the centrifugal force acting on the oil in the cylinder, and the hydraulic pressure higher than the output hydraulic pressure from the hydraulic control device acts on the piston. Reduces hydraulic characteristics during shifting. Specifically, the centrifugal hydraulic pressure slows the release of the clutch at the time of release and at the time of engagement, acts to make the engagement timing faster than the intended time. For this reason, the technique disclosed in Japanese Laid-Open Patent Publication No. 62-52249 discloses an oil loss for killing centrifugal pressure. However, the installation of the centrifugal hydraulic mortar chamber is not preferable in terms of reduction of the shift shock due to the reduction of the inertia force because the weight of the rotating member is increased. In addition, when the centrifugal hydraulic mortar chamber is provided, there is a problem that the apparatus is enlarged.

Therefore, the present invention achieves a number of forward shift stages, and by installing the necessary hydraulic servos of two clutches in the transmission case, the device can be compacted and the hydraulic servo is rotated by non-rotation as a stationary cylinder type. It is a first object to reduce the deceleration shock caused by the reduction of the inertia force and to provide an automatic transmission for a vehicle aiming at further miniaturization of the device, since it does not require a centrifugal hydraulic loss chamber that causes an increase in the weight and size of the member.

Next, in the conventional clutch drum type, a closed loop is formed in which the pressing force of the piston and the reaction force generated by the piston collide with each other, thereby forming an unbalanced force due to the clutch engagement. There is an advantage, however, that the advantage cannot be obtained when the hydraulic servo is a stationary cylinder type separated from the clutch. For this reason, when two clutch hydraulic servos are configured as stationary cylinders, the pressing force of the hydraulic servo of the other clutch may affect the one clutch. In such a case, the clutch of the one clutch and the other clutch may be affected. Control at the time of shifting becomes very complicated.

Therefore, the present invention complicates the control by configuring two clutch hydraulic servos as a stationary cylinder so that the pressing force does not interfere with each other by independent of the reaction force members supporting the pressing force received from the hydraulic servo from each other. It is a second object to prevent this.

Next, a third object of the present invention is to realize a structure that avoids the interference of the pressing force with a simple structure.

In addition, in the case of the conventional clutch drum type cylinder, as described above, the balance between the pressing force and the reaction force of the hydraulic servo in the clutch drum is balanced, and only a balanced pressure contact force is applied to the clutch. The external thrust does not act on the clutch. Therefore, the stroke amount of the piston at the time of clutch engagement becomes substantially constant. On the other hand, in the case of so-called stationary cylinders, an unbalanced force due to pressure contact acts on the clutch, so the reaction force must be supported by another member, for example, a transmission mechanism, an input shaft, and the like. Force, such as thrust due to the helical gear configuration, acts on the clutch. Therefore, if such a force is applied when the clutch is released, the clearance between the friction plate portions of the clutch changes, so that the clutch engagement characteristic is always changed when the clutch is engaged. This changes depending on the situation, resulting in deterioration of hydraulic controllability and shift shock.

Therefore, a fourth object of the present invention is to prevent the reduction of hydraulic controllability and shift shock by operating the return spring attached to the clutch to maintain the clearance of the clutch against external force from the outside.

In addition, when the hydraulic servo is of a stationary cylinder type separated from the clutch, the external force is influenced by the pressing force of the hydraulic servo when the clutch is engaged as described above. There is a possibility.

Therefore, a fifth object of the present invention is to prevent the pressing force from the piston from affecting the transmission mechanism even when the hydraulic servo is a stationary cylinder type.

In addition, a general clutch is sandwiched between a plurality of friction materials with facings on both sides and interposed therebetween in a axial direction with respect to them, and located at the end of the side pressed by the piston. A pressure plate is sandwiched between the friction material and the piston, and the friction material located at the opposite end is brought into contact with the backing plate to support the reaction force of the pressing force of the piston. The backing plate is fixed by a snap ring to a member (usually a clutch drum) on the side supporting the partition plate.

This conventional configuration requires not only an extra axial space for fixing the backing plate, but also the support of the backing plate by the snap ring is biased toward the outer diameter side of the plate, so that the backing plate is pressed by the force from the piston. Since the frictional engagement between the friction material and the divider becomes uneven due to the bending of the mold spring shape, the backing plate must be made of a thick film so as not to deteriorate the frictional characteristics, thereby increasing the axial space.

Thus, the present invention eliminates the necessity of fixing by the snap ring by using the member itself which drives the transmission mechanism and the clutch as a backing plate, and reduces the axial space therefor to prevent the deterioration of the frictional characteristics. The sixth object is that no configuration is required.

In general, in the automatic transmission, it is preferable to be able to detect the rotation speed of the transmission input shaft in order to control the transmission. In this regard, in the case of the conventional clutch drum type, the input shaft rotation speed is easily detected by attaching the rotor to the outer periphery of the drum. In the case where both side wall hydraulic servos of the transmission case are arranged, it is inevitably connected to the input shaft. Since the hub supports the inner circumferential side of the friction plate portion, it becomes difficult to detect the rotation of the input shaft on the outer circumferential side of the clutch from this hub located on the inner circumferential side of the clutch.

Therefore, the seventh object of the present invention is to realize a configuration in which the detection of the input shaft rotational speed can be detected at the hub side of the clutch and also at the outer peripheral side of the clutch.

Next, the clutch is preferably supplied with lubricating oil to the friction plate part in order to prevent heat generation regardless of the engagement and release state and to obtain stable friction characteristics during engagement and release, but in the conventional clutch drum type When the rim side is connected to the input shaft and the hub side is connected to one of the shifting elements of the shifting mechanism, the shifting element is often stopped when the shifting stage is not involved with the shifting element when the vehicle is stopped. In such a state, a hub which does not rotate hinders the supply of lubricating oil from the radially inner side to the friction plate portion, and is disadvantageous in terms of preventing heat generation and maintaining stable friction characteristics. This problem inevitably occurs when the clutch drum is connected to the input shaft.

Therefore, an eighth object of the present invention is to enable a lubricating oil to be always supplied to a friction plate portion by connecting a hub to an input shaft in a clutch of a hydraulic cylinder configuration of a stationary cylinder type.

By the way, when the two clutch hydraulic servos are mounted in the stationary cylinder type in the transmission case, and they are the input clutch, the input shafts connected to both input clutches are connected to both ends of the transmission case and the transmission is connected to the input clutch. Since it becomes a type to insert a sphere, it is a configuration that is difficult to obtain output.

Therefore, a ninth object of the present invention is to obtain an arrangement for reasonably outputting the shift output in the above configuration.

In addition, in the conventional transmission mechanism, it is generally necessary to provide three clutches in order to achieve four forward speeds. However, it is disadvantageous to provide a large number of clutches that increase the size of the apparatus.

Therefore, the present invention provides a transmission mechanism capable of achieving four forward and one reverse speeds by selectively engaging and releasing clutches and brakes by installing only two clutches. The tenth object is to make the apparatus more compact by fitting it to a compact configuration as a stationary cylinder provided at both ends.

It is also an eleventh to fourteenth object of the present invention to provide various modifications of the transmission mechanism which achieves forward four speeds by the two clutches as described above.

Finally, it is a fifteenth object of the present invention to provide a transmission mechanism that achieves five forward speeds by two clutches for the above purpose.

In addition, the present invention relates to the clutch itself in relation to the first and second objects, and the technique of making the hydraulic servo non-rotating is disclosed in Japanese Patent Laid-Open No. Hei 2-290731 and Japanese Patent Laid-Open No. Hei 4-285331. As can be seen from the prior art, the former is applied to a clutch connecting the output shaft and a differential for torque distribution between front and rear wheels in a center differential mechanism, the latter being a power take-off device. Applied to the clutch connecting the output gear of the (power take off device) to the output shaft, based on these, for example, the output unit of the final output that does not cause a large rotational change during shifting of the transmission mechanism of the automatic transmission. Even if a clutch with a non-rotating hydraulic servo is installed in the engine, reduction of shift shock and centrifugal hydraulic pressure due to a reduction of inertia force are generated, as in the present invention. Important function in the automatic transmission, such as to prevent the lowering of the oil pressure control characteristics at the shifting due to that do not will not occur.

In order to achieve the first object, the present invention provides a transmission mechanism having a transmission case, an input shaft, a plurality of transmission elements connected to the input shaft, an output shaft connected to the transmission mechanism, and any of the input shafts and the plurality of transmission elements. First and second clutches for driving two respectively, and first and second hydraulic servos for respectively engaging the first and second clutches by supply of hydraulic pressure, and achieving a plurality of forward shift stages. In an automatic transmission for a vehicle, the transmission case includes the transmission mechanism, the first and second clutches, and the first and second hydraulic servos, and has side walls at both axial ends thereof, respectively, and the first and second clutches. Are respectively installed at both ends of the transmission mechanism in the axial direction, and the first and second hydraulic servos are respectively disposed on the respective sidewalls of the transmission case. 1st and 2nd cylinders of the stationary type | mold which were formed toward the 1st, 2nd cylinder, and the oil chamber which slides freely in this 1st and 2nd cylinder, respectively, respectively, and cooperates with the said 1st and 2nd cylinder, and defines the oil loss supplied. Two pistons, respectively provided between the first and second pistons and the first and second clutches, respectively allowing relative rotation between the first and second pistons and the first and second clutches, And first and second bearings for transmitting the pressing force from the first and second pistons according to the supply of hydraulic pressure to the first and second clutches, respectively.

In order to achieve the second object, the first and second reaction force members for transmitting respective pressing forces from the first and second hydraulic servos to the transmission case through the first and second clutches, respectively, And the first and second reaction force members are configured to transmit a pressing force in a path independent of each other.

In order to achieve the third object, the first and second reaction force members are configured such that one side thereof includes the transmission mechanism and the other side includes the input side.

In order to achieve the fourth object, the first and second hydraulic servos respectively press a pressing force that resists movement of the first and second pistons in response to the supply of hydraulic pressure to the oil chamber. First and second return springs provided to the piston, and first and second pressing members between the first and second bearings and the first and second clutches, respectively; and the first and second return springs. Is in contact with the first and second pressing members and the first and second reaction force members, respectively.

In order to achieve the fifth object, the input shaft penetrates the transmission mechanism and is installed between the two side walls, and the transmission mechanism is installed adjacent to the first and second clutches, respectively, so that the first and second pistons are installed. Press forces from the first and second flanges are respectively transmitted through the first and second clutches, and the first and second flanges respectively press the press force from the first and second pistons. And third and fourth bearings provided to the input shaft and regulating axial movement of the input shaft according to the pressing force from the first and second pistons between the input shaft and each of the side walls.

In order to achieve the sixth object, the input shaft penetrates the transmission mechanism and is installed between the two side walls, and the transmission mechanism is installed adjacent to the first and second clutches, respectively, so that the first and second pistons are installed. A first and a second flange portion through which the pressing force from the first and second clutches are transmitted, respectively, the first and second clutches being actuated by the operation of the first and second hydraulic servos, respectively. The driving shaft is connected to an input shaft and one of the plurality of transmission elements, and the hub is connected to the input shaft through the first and second flanges, respectively, and the friction plate part is connected to one of the plurality of transmission elements, respectively. A plurality of friction materials having a rim provided on an outer circumferential side of the hub, wherein the friction plate portion on at least one side of the first and second clutches is provided with facings on both sides. And a plurality of partition plates provided to intersect with the plurality of friction materials in the axial direction, and the outer circumferential side is splined to the inner circumferential surface of the plurality of friction materials and the rim. An inner circumferential side of the hub is splined to an outer circumferential surface of the hub, and at least one side of the first and second hydraulic servos is disposed between the first or second bearing of the hydraulic servo and a clutch corresponding to the hydraulic servo. A spline-fitting pressing member is provided on an outer circumferential surface, and the pressing member and the flange portion each have a structure in which friction materials positioned at both outer ends of the plurality of friction materials are opposed to each other.

In order to achieve the seventh object, the input shaft penetrates the transmission mechanism and is installed between the two side walls, and the first and second clutches are connected to the input shaft by operation of the first and second hydraulic servos. One of the plurality of shifting elements, the drive linking the hub being driven to the input shaft, and a rim installed on the outer circumferential side of the hub, the friction plate being driven to one of the plurality of shifting elements, respectively, Either side of the first and second hydraulic servos has a pressing member between the first or second bearing of the hydraulic servo and the clutch corresponding to the hydraulic servo, the pressing member being unable to rotate relative to the hub. A plurality of cutouts which are slidably connected in the axial direction and connected to the outer circumferential portion to the radially outer side of the rim to face the rotation sensor. ) Is configured to have a rotor portion formed.

In order to achieve the eighth object, the first and second clutches are configured to drive-connect any one of the input shaft and one of the plurality of transmission elements, respectively, by operation of the first and second hydraulic servos, respectively. And a rim driven to one of the plurality of shifting elements and fitted to a friction plate portion and installed on an outer circumferential side of the hub, wherein each hub guides the friction plate portion with lubricant supplied from its radially inner side. It is also possible to employ a configuration having a through passage communicating with the inner and outer peripheral surfaces of the hub.

In order to achieve the ninth object, it is provided in parallel with the output shaft, the intermediate shaft (drive shaft) driven to the wheel, the intermediate drive gear integrally connected to the output shaft, and engaged with the intermediate drive gear At the same time, it is provided with a counter driven gear integrally connected to the intermediate shaft, and the first and second clutches are connected to any one of the input shaft and the plurality of transmission elements by operation of the first and second hydraulic servos. One drive is connected to each other, and the intermediate drive gear is configured to be positioned between the first and second clutches.

In order to achieve the tenth object, the transmission mechanism includes a first ring gear, a first carrier for rotatably supporting a first pinion gear engaged with the first ring gear, and engaged with the first pinion gear. Rotatably supporting a first planetary gear set comprising a first sun gear, a second ring gear connected to the first carrier, and a second pinion gear engaged with and engaged with the second ring gear; At the same time, there is provided a second planetary gear set comprising a second carrier connected to the first ring gear and a second sun gear that engages and engages the second pinion gear, wherein the first ring gear and the second carrier are connected to the output shaft. The first sun gear is connected to the input shaft by the first clutch, and the first sun gear is caught by the case by the first brake, and the second sun gear is connected to the second brake. To snag on the casing, the first carrier and the second ring gear may be at the same time engaging in said case by a third brake, employ a configuration with the second clutch which is connected to the input shaft.

In addition, in order to achieve the eleventh object, the transmission mechanism includes a first ring gear, a first carrier for rotatably supporting a first pinion gear engaged with the first ring gear, and a first pinion gear. A first planetary gear set comprising an interlocking first sun gear, a second ring gear, and a second pinion gear engaged with the second ring gear are rotatably supported and connected to the first ring gear. A second planetary gear set comprising a second carrier and a second sun gear coupled to the second pinion gear and coupled to the first sun gear, wherein the first ring gear and the second carrier are connected to the output shaft, The first sun gear and the second sun gear are connected to the input shaft by the first clutch, and are caught by the case by a first brake, and the second ring gear is second. By the rake-consuming in the case, the first carrier may at the same time engaging in said case by a third brake, employ a configuration with the second clutch which is connected to the input shaft.

In order to achieve the twelfth object, the transmission mechanism includes a ring gear, a carrier for rotatably supporting a first pinion gear engaged with the ring gear and a second pinion gear engaged with the first pinion gear; A planetary gear set comprising a first sun gear meshing with the first pinion gear and a second sun gear meshing with the second pinion gear, the carrier being connected to the output shaft and the second sun gear being the first sun gear. The first gear is caught by the case by the first brake, the first sun gear is caught by the case by the second brake, and the ring gear is caught by the case by the third brake. It is also possible to employ a configuration in which the second clutch is connected to the input shaft.

In order to achieve the thirteenth object, the transmission mechanism includes a ring gear, a carrier for rotatably supporting a first pinion gear that engages and engages the ring gear, and a second pinion gear that engages and engages with the first pinion gear; And a planetary gear set including a first sun gear meshing with the first pinion gear and a second sun gear meshing with the second pinion gear, wherein the ring gear is connected to the output shaft, and the first sun gear is connected to the output shaft. The first clutch is connected to the input shaft, the first brake is engaged to the case, the second sun gear is engaged to the case by a second brake, and the carrier is engaged to the case by a third brake. At the same time, the configuration connected to the input shaft by the second clutch may be adopted.

In order to achieve the fourteenth object, the transmission mechanism includes a ring gear, a carrier for rotatably supporting a first pinion gear engaged with the ring gear and a second pinion gear engaged with the first pinion gear; And a planetary gear set including a first sun gear meshing with the first pinion gear and a second sun gear meshing with the second pinion gear, wherein the ring gear is connected to the output shaft, and the first sun gear is connected to the output shaft. The first clutch is connected to the input shaft, the first brake is engaged to the case, the second sun gear is engaged to the case by a second brake, and the carrier is engaged to the case by a third brake. At the same time, a configuration may be employed in which the second clutch is connected to the input shaft.

In addition, in order to achieve the fifteenth object, the transmission mechanism includes a first ring gear, a first carrier rotatably supporting a first pinion gear engaged with the first ring gear, and the first pinion gear. A first sun gear engaged with the first ring gear, a second ring gear connected to the first carrier, and a second pinion gear meshed with the second ring gear while rotatably supporting the first sun gear; A second carrier, a second sun gear engaged with and engaged with the second pinion gear, and a third supported by the first carrier and smaller in diameter than the first pinion gear and unable to rotate relative to the first pinion gear; A planetary gear set comprising a third sun gear meshing with and engaged with the pinion gear, wherein the first ring gear and the second carrier are connected to the output shaft, and the first sun gear The first clutch is connected to the input shaft, and at the same time, the first brake is caught by the case, the second sun gear is caught by the second brake, and the first carrier and the second ring gear are arranged by the third brake. Simultaneously with the case, the brake is connected to the input shaft by the second clutch, and the third sun gear is configured to be caught by the case by the fourth brake.

In the present invention having the above-described configuration, the first and second clutches are provided at both ends of the transmission with the transmission mechanism, respectively, and the cylinders of the first and second hydraulic servos that engage the clutches are formed on both side walls of the case. Both side walls of the case can be effectively used as the cylinders of the first and second hydraulic servos, and the two hydraulic servos of the two clutches can be made compact, and the size of the device can be prevented from increasing. In addition, since the clutch is engaged by the hydraulic servo having the above-described configuration, it is not necessary to install the centrifugal hydraulic oil loss chamber which causes the enlargement of the apparatus as in the prior art, and the weight of the rotating member is reduced, and the shift shock caused by the inertia force during shifting. Can be reduced.

Moreover, according to the structure of Claim 2, the pressing force from the 1st and 2nd hydraulic servo to the 1st and 2nd clutch does not act on the 2nd and 1st clutch of the other side, and complicates both clutch control. Can be avoided.

Moreover, according to the structure of Claim 3, the reaction force by the pressing force to a 1st and 2nd clutch can be supported by a simple structure.

According to the configuration of claim 4, the return spring provided between the reaction force member and the pressing member acts to maintain the clearance of the clutch against external force from the outside upon release of the clutch, thereby controlling the clutch. It can prevent deterioration and shift shock as much as possible.

Moreover, according to the structure of Claim 5, the pressing force from the piston of a 1st hydraulic servo is transmitted to a 1st flange part through a 1st clutch, and is transmitted to a 2nd hydraulic servo via an input shaft, Since the fourth bearing is provided between the input shaft and the case side wall on the servo side, the pressing force is finally transmitted to the case side wall on the opposite side. Also, a reaction force in a direction opposite to the pressing force of the piston acts on the case side wall on the side where the first hydraulic servo is installed. As a result, the pressing force of the piston and the reaction force in the opposite direction are transmitted to both case side walls, i.e., the transmission case, to face each other and disappear. This function is similarly achieved for the second hydraulic sub. Thus, the pressing force from the piston can be prevented from affecting the transmission mechanism.

In addition, according to the configuration of claim 6, the friction material of the clutch is splined to the rim, the split plate is splined to the same hub as the pressing member, and the pressing member and the flange portion are replaced with the friction material. It is possible to shorten the axial dimension used as a backing plate which does not require special axial fixation. In addition, a thick film structure of the backing plate for preventing deterioration of the frictional characteristics is also unnecessary.

In addition, according to the configuration of claim 7, by providing a positive pressure servo at both ends of the transmission case, the rotation of the input shaft is guided to the outer peripheral side of the clutch through the pressing member from the hub on the inner peripheral side of the clutch, which is necessarily connected to the input shaft. This enables the rotation speed of the input shaft to be always detectable.

Further, according to the configuration of claim 8, the hub of the clutch is always rotated together with the input shaft, and the oil supplied from the inner side in the radial direction is stably supplied to the friction plate part through the penetrating flow path of the hub by centrifugal force to promote lubrication. Direction and improve lubrication performance and cooling effect.

Further, according to the configuration of claim 9, the output shaft and the output shaft to the intermediate shaft provided in parallel with the input shaft, the input shaft and the input shaft is adopted while adopting the configuration provided on both ends of the input shaft connected across the both ends of the transmission The shift output can be output to the intermediate driven gear without interference.

In addition, according to the structure of Claim 10-14, since a transmission mechanism can achieve 4 steps forward and 1 step backward with only two clutches, the hydraulic cylinder type of a stationary cylinder type which provided two clutches at both ends of a transmission case is provided. A compact hydraulic servo configuration and a transmission mechanism are suitable, and the configuration of the entire apparatus is further compacted.

Finally, according to the configuration described in claim 15, since the transmission mechanism can achieve five forward and one reverse speeds with only two clutches, further compacting the overall configuration of the apparatus also applies to an automatic transmission that achieves five forward speeds. It becomes possible.

1 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a first embodiment of the present invention;

2 is an operation diagram of a transmission shown in FIG.

3 is a partial cross-sectional view showing one clutch of an automatic transmission for a vehicle according to the first embodiment and a hydraulic servo thereof;

Fig. 4 is a partial sectional view showing the other clutch of the automatic transmission for a vehicle of the first embodiment and the hydraulic servo thereof;

5 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a second embodiment of the present invention;

6 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a third embodiment of the present invention;

7 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a fourth embodiment of the present invention;

8 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a fifth embodiment of the present invention;

9 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a sixth embodiment of the present invention;

10 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a seventh embodiment of the present invention;

11 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to an eighth embodiment of the present invention;

12 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a ninth embodiment of the present invention;

Fig. 13 is a skeleton diagram showing an overall configuration of a vehicular automatic transmission according to a tenth embodiment of the present invention;

14 is an operation diagram of a transmission shown in FIG. 13;

Fig. 15 is a partial sectional view showing one clutch of the automatic transmission for a vehicle of the tenth embodiment and a hydraulic servo thereof.

Explanation of symbols on the main parts of the drawings

T: Automatic Transmission

M: planetary gear set

M1: first planetary gear set M3: second planetary gear set

S1: First sun gear (shifting element) S2: Third sun gear (shifting element)

S3: 2nd sun gear (shifting element) P1: 1st pinion gear

P2: 3rd Pinion Gear P3: 2nd Pinion Gear

C1: first carrier (shifting element) C3: second carrier (shifting element)

R1: first ring gear (shifting element) R3: second ring gear (shifting element)

C-1: First clutch C-2: Second clutch

B-0: First Brake B-1: Second Brake

B-2: Third brake B-0 _H : Fourth brake

3C, 4C: Lost 3: First Hydraulic Servo

4: second hydraulic servo 7: rotation sensor

10: transmission case 10a, 10b: side wall

14: input shaft 15: output shaft

19: counter drive gear 22: counter shaft

23: counter driven gear 30: first cylinder

31: first piston 32: first bearing

33: first pressing member 39: rotor portion

39a: notch 40: second cylinder

41: second piston 42: second bearing

43: second pressing member 50, 60: friction plate portion

51, 61: separate plate 52, 62: friction material

52a, 62a: facing 53, 63: hub

53a, 63a: penetration passage 54, 64: rim

56: 1st flange part (reaction member) 58: 1st return spring

59: third bearing 66: second flange portion (reaction member)

68: second return spring 69: fourth bearing

EMBODIMENT OF THE INVENTION Hereinafter, embodiment of this invention is described according to drawing. First, FIG. 1 shows a first embodiment in which a transmission mechanism in which a carrier and a ring gear are directly connected to each other in a planetary gear set is controlled by two clutches. Referring to the schematic configuration, as shown by the skeleton in the figure, the vehicular automatic transmission T is connected to the transmission case 10, the input shaft 14, and the input shaft 14, and thus a plurality of transmission elements. A transmission mechanism M having a sun gear, a carrier supporting a pinion gear, a ring gear, etc., which will be described in detail below, an output shaft 15 connected to the transmission mechanism M, an input shaft 14, and a plurality of transmissions. The first and second clutches C-1 and C-2 for driving connection between any two of the elements, that is, the sun gear S1 and the carrier C1 in this example, respectively, and the first and second elements are supplied by hydraulic pressure. First and second hydraulic servos 3 and 4, which engage the second clutch, respectively, are provided to achieve a plurality of forward shift stages (five speeds in this example).

The transmission case 10 includes a transmission mechanism M, first and second clutches C-1 and C-2, and first and second hydraulic servos 3 and 4, and includes an axial direction. Both ends have side walls 10a and 10b, respectively. The first and second clutches C-1 and C-2 are provided at both ends of the transmission mechanism M in the axial direction, respectively, with the transmission mechanism M interposed therebetween. The first and second hydraulic servos 3 and 4 are stationary first and second cylinders 30, respectively formed on the side walls 10a and 10b of the transmission case 10, respectively. 40 and 4C, 4C which are installed in these cylinders 30 and 40 slidingly, respectively, and are hydraulically supplied in cooperation with the first and second cylinders 30 and 40, respectively. ) Are installed between the first and second pistons 31 and 41 and the pistons 31 and 41 and the first and second clutches C-1 and C-2, respectively. And permitting relative rotation between the first and second pistons 31 and 41 and the first and second clutches C-1 and C-2, respectively. First and second bearings 32 which transmit the pressing force from the first and second pistons 31 and 41 to the first and second clutches C-1 and C-2, respectively, Equipped with 42.

As shown in detail in FIGS. 3 and 4, the first and second hydraulic servos 3, 4 are provided with the first and second bearings 32, 42 and the first and second clutches C. FIG. -1), (C-2) between the pressing member (33), (43) and spline-fitted to allow axial sliding without relative rotation on the outer circumferential surfaces of the hubs (53) and (63), respectively, A pressing force against movement of the first and second pistons 31 and 41 according to the supply of hydraulic pressure to the oil chambers 3C and 4C is applied to the first and second pistons 31 and 41, respectively. First and second return springs 58, 68 are provided. The first and second return springs 58 and 68 abut against the first and second pressing members 33 and 43 and the first and second flange portions 56 and 66 as reaction force members, respectively. All.

The pressing members 33 and 43 are opposed to the bearings 32 and 42 at the inner circumferential side, and to the clutches C-1 and C-2 at the outer circumferential side. In detail, in the present example, the pressing members 33 and 43 have a part which abuts against the friction material 52 on the one side of the outer diameter side, and the inner peripheral surface of the part which abuts is the same as that of the partition plate 51. The splines are fitted to the hubs 53 and 63 connected to the 14 so that relative rotation is impossible and the axial sliding is possible. Then, on the outer circumferential side of the abutting portion of the pressing member 33 of either side (hydraulic servo 3 in this example) is connected in the axial direction so as to cover the radially outer side of the rim 54, the rotation mounted on the transmission case It has the rotor part 39 in which the several notch part 39a which opposes the sensor 7 was formed.

The input shaft 14 penetrates the transmission mechanism M, and is connected to both side walls 10a and 10b. The transmission mechanism M is disposed adjacent to the first and second clutches C-1 and C-2, respectively, and the pressing force from the first and second pistons 31 and 41 is respectively applied. The first and second flanges 56, 66 are passed through the first and second clutches C-1, C-2, and these flanges 56, 66 are each made of The pressing force from the first and second pistons 31 and 41 is transmitted to the input shaft 14. Thus, the friction members located at both outer end portions of the friction members 52 and 62 are opposed to the abutting portions of the pressing members 33 and 43 and the flange portions 56 and 66, respectively. In addition, between the input shaft 14 and each of the side walls 10a and 10b, the axial movement of the input shaft 14 according to the pressing force from the first and second pistons 31 and 41 is regulated. Third and fourth bearings 59 and 69 are provided.

The first and second clutches C-1 and C-2 are connected to the hubs 53 and 63 connected to the input shaft 14 through the first and second flange portions 56 and 66, respectively. One of a plurality of shifting elements, that is, the carrier via the sun gear shaft 16 for the first clutch C-1, the sun gear S1 and the carrier shaft 17 for the second clutch C-2, respectively. Drive-connected to (C1), it has an annular rim 54 and a drum-shaped rim 64 which are provided on the outer side of the hubs 53 and 63 with the friction plate parts 50 and 60 interposed therebetween.

The friction plate portions 50 and 60 of the first and second clutches C-1 and C-2 have a plurality of friction materials 52 and 62 having facings 52a and 62a attached to both surfaces thereof. ) And a plurality of partition plates 51 and 61 alternately installed in the axial direction with the plurality of friction materials 52 and 62. The plurality of friction materials 52, 62 spline the outer circumferential side to the inner circumferential surfaces of the rims 54, 64, and the plurality of dividers 51, 61 are of the hubs 53, 63 The inner circumferential side is fitted to the outer circumferential surface. Moreover, each hub 53, 63 guides the lubricating oil supplied from the radial direction side to the friction plate parts 50 and 60, and penetrates the inner and outer peripheral surfaces of the hubs 53 and 63 to communicate. The flow paths 53a and 63a are provided.

3 and 4, reference numeral 14r denotes an in-axis flow path for supplying lubricating oil to each part from the shaft center side, and 10r similarly represents an internal flow path for the housing, and a supply flow path for the hydraulic oil to the hydraulic servo 3 is shown. Did not show.

Returning to FIG. 1, the automatic transmission T is installed in parallel with the output shaft 15 and is finally connected to an intermediate shaft 22 driven to a wheel (not shown), and an intermediate drive gear integrally connected to the output shaft 15 ( 19 and an intermediate driven gear 23 engaged with the intermediate drive gear 19 and integrally connected to the intermediate shaft 22. The intermediate drive gear 19 is located between the first and second clutches C-1 and C-2.

Next, the whole structure of the gear train of this automatic transmission T is demonstrated. The transmission T includes a torque converter 12 with a lock-up clutch 11, three-speed planetary gear sets M1, M2 and M3, and brakes B-0 associated with them. _L ), (B- _0H ), (B-1), (B-2) and the clutches C-1, (C-2). The planetary gear sets M1 and M3 rotatably support the sun gears S1, S3 and the ring gears R1, R3 and the pinion gears P1 and P3 engaged with and engaged with them. The planetary gear set M2 is provided with carriers C1 and C3, and the planetary gear set M2 has a pinion gear P2 having a diameter smaller than that of the pinion gear P1 engaged with the sun gear S2. ) Is rotatably supported by the carrier C1 and is connected to the pinion gear P1 so that relative rotation is impossible. The ring gears R1 and R3 and the carriers C3 and C1 of the two gear sets M1 and M3 are connected to each other and the sun gear S1 and the carrier C1 of the gear set M1 are connected to each other. Is an input element, and is connected to an input shaft 14 connected to the turbine shaft 13 of the torque converter 12 via clutches C-1 and C-2, respectively. The ring gear R1 and the carrier C3 connected to each other are connected to the intermediate drive gear 19 as an output element via the output shaft 15.

The sun gear S1 of the gear set M1 can be fixed to the transmission case 10 by the brake B-0 _L , and the sun gear S3 of the gear set M3 is attached to the brake B-1. Similarly, the gearbox 10 is fixed to the transmission case 10, and the ring gear R3 connected to the carrier C1 is fixed to the transmission case 10 by the brake B-2. More specifically, in this example, the sun gear S1 is connected to the clutch C-1 through the sun gear shaft 16 inserted into the outer circumference of the input shaft 14, and the carrier C1 is the outer circumference of the input shaft 14. It is connected to the clutch (C-2) through the carrier shaft 17 inserted into the sun gear (S3) is connected to the brake (B-1) through the sun gear shaft (18) inserted into the outer circumference of the carrier shaft (17). It is. Although not limited to this, each brake except the brake B-2 has a band brake configuration, and the brake B-2 has a wet multi-plate configuration. In these examples, the intermediate drive gear 19 is connected to the differential device 21 via the intermediate gear 20 to form a transmission arranged horizontally.

The transmission having such a configuration supplies hydraulic pressure to the hydraulic servo corresponding to each clutch and brake under the control of a hydraulic control device (not shown), and engages each clutch and brake as shown in a diagram of the operation in FIG. Each shift stage is achieved by means of o) and releasing (no figure in the figure). That is, the first speed 1ST is achieved when the clutch C-1 and the brake B-1 are engaged. At this time, the rotation of the input shaft 14 enters the sun gear S1 via the clutch C-1, and the carrier C3 is most decelerated by the fixing of the sun gear S3 by the engagement of the brake B-1. The rotation is output to the intermediate drive gear 19. On the other hand, the second speed 2ND is achieved by engaging the clutch C-2 with the brake B-1. At this time, the input which entered the carrier shaft 17 via the clutch C-2 enters the ring gear R3 as it is via the carrier C1, and the sun gear fixed by the engagement of the brake B-1 ( The differential drive of the carrier C3 using S3 as a reaction force element is output to the intermediate drive gear 19. The third gen 3RD is achieved by the direct connection of the first planetary gear set M1 by engaging the two clutches C-1 and C-2. At this time, the rotation of the input shaft 14 is output to the intermediate drive gear 19 as it is the rotation of the carrier (C3).

The fourth speed 4TH by overdrive is achieved by engagement of the clutch C-2 and engagement of the brake B-0 _L that fixes the sun gear S1. At this time, the rotation of the input shaft 14 is transmitted from the carrier C3 to the intermediate drive gear 19 as the rotation of the ring gear R1 which has been autonomously accelerated by the pinion gear P1 with respect to the rotation of the carrier C1. . On the other hand, the fifth speed is achieved by the engagement of the clutch C-2 and the engagement of the brake B-0 _H , wherein the rotation of the input shaft 14 is at the fourth speed with respect to the rotation of the carrier C1. It is transmitted from the carrier C3 to the intermediate drive gear 19 as a rotation of the ring gear R1 which is further accelerated by the magnetic flux of the smaller diameter pinion gear P2 which reacts to the larger diameter sun gear S2. .

Further, the reverse REV is achieved by engagement of the clutch C-1 and the brake B-2, at which time the decelerated ring gear R1 reverses to the fixing of the carrier C1 with respect to the input of the sun gear S1. Rotation is output from the intermediate drive gear 19 via the carrier C3.

Both clutches (C-1) and (C-2) to which the present invention is applied are operated with pistons (31) and (41) when hydraulic pressure is supplied from a housing inner channel not shown in oil chambers (3C) and (4C). And between the pistons 31 and 41 and the clutches C-1 and C-2, the bearings 32 and 42 and the pressing members 33 and 43 are provided. -1), (C-2) and the pressing force from the piston (31) and (41) can be transmitted to the friction plate (50), (60) while allowing relative rotation of the piston (31), (41). And the clutches C-1 and C-2 can be engaged.

In this operation, the pressing force from the piston 31 of the first hydraulic servo 3 is transferred through the bearing 32, the pressing member 33, and the friction plate portion 50 of the first clutch C-1. 1 is transmitted to the flange portion 56, and is transmitted from the first flange portion 56 to the second hydraulic servo 4 through the input shaft 14, the input shaft 14 and the case on the side of the second hydraulic servo (4) Since the fourth bearing 69 is provided between the side walls 10b, the pressing force is finally transmitted to the case side wall 10b on the opposite side. Also, a reaction force in a direction opposite to the pressing force of the piston 31 acts on the case side wall 10a on the side where the first hydraulic servo 3 is installed. As a result, the pressing force of the piston 31 and the reaction force in the opposite direction are transmitted to both case side walls 10a and 10b, that is, the transmission case 10, to face each other and disappear. This function is similarly achieved for the second hydraulic servo 4. Thus, the pressing force from the sheepskin stones 31 and 41 can be prevented from affecting the transmission mechanism. On top of that, both flange portions 56 and 66 also function as a power transmission member for driving connection of the input shaft 14 to the hubs 53 and 63, while they themselves are conventional clutches with respect to the support of the pressing force. Also serves as a backing plate.

Therefore, according to the above embodiment, the clutches C-1 and C-2 of the automatic transmission T are engaged by the hydraulic servos 3 and 4 as the configuration of the hydraulic servo as described above. In addition to miniaturization of the apparatus, the weight associated with the sun gear shaft 16 and the carrier shaft 17 as the rotating member can be reduced to reduce the shift shock caused by the inertia force at the time of shifting. In addition, since the cylinders 31 and 41 are formed in the transmission case 10, the hydraulic pressure supply to the oil chambers 3C and 4C causes deterioration of the hydraulic control characteristics during shifting due to the generation of centrifugal hydraulic pressure. There is no

In addition, according to the above simple reaction force supporting structure, the pushing force from the first and second hydraulic servos 3 and 4 to the first and second clutches C-1 and C-2 is reduced to the other side. It does not act on the second and first clutches C-1 and C-2, thereby making it possible to avoid the complexity of bilateral clutch control.

Then, the return springs 58, 68 provided between the flange portions 56, 66 and the pressing members 33, 43 constituting the reaction force member are external force from the outside when the clutch is released. Against the friction material 51, 61 of the friction plate portions 50, 60 of the clutch and the partition plates 52, 62 to maintain a constant gap, thereby reducing clutch controllability or shifting Shock can be suppressed as much as possible.

In addition, the splines of the friction materials 51 and 61 of the clutches C-1 and C-2 are fitted to the rims 54 and 64, and the pressing plates 52 and 62 are pressed. 33, 43, splined to the same hubs 53, 63 and at the same time the pressing members 33, 43 and the flanges 56, 66 friction material 51, 61 Since the flanges 56 and 66 are replaced with each other, the axial dimension used as the backing plate which does not require special axial fixation can be shortened. In addition, a configuration of a thick film of the backing plate for preventing the deterioration of frictional characteristics is also unnecessary.

In addition, by arranging both side hydraulic servos 3 and 4 at both ends of the transmission case 10, the pressing members 33 are provided at the hubs 53 and 63 on the inner circumferential side of the clutch, which are inevitably connected to the input shaft 14. The rotation of the input shaft 14 can be brought to the outer peripheral side of the clutch through the 43 and 43, and the clutch C is detected by detecting the displacement of the notch 39a of the rotor 39 by the rotation sensor 7 as a pulse. The rotation speed of the input shaft 14 can be detected at all times regardless of the engagement and release of -1).

In addition, the hubs 53 and 63 of the clutches C-1 and C-2 are rotated together with the input shaft 14 so that the oil supplied from the inward shaft passage 14r in the radial direction is applied to the centrifugal force. It is supplied to the friction plate parts 50 and 60 stably through the through flow paths 53a and 63a of the hubs 53 and 63 so as to promote lubrication and improve the lubricating performance and cooling effect. do.

The input clutch C-1 is provided at both ends of the input shaft 14 connected to both ends of the transmission T by the configuration of outputting the shift output to the intermediate shaft 22 provided in parallel with the input shaft 14, The shift output can be taken out to the intermediate driven gear 23 without interfering with the input shaft 14 while adopting the structure provided with (C-2).

Since the transmission mechanism M can achieve the forward five-stage reverse stage by using only two clutches, the two-cylinder hydraulic cylinders (3) and (4) of the stationary cylinder type provided with the clutches at both ends of the transmission case (10). The compact hydraulic servo configuration and the transmission mechanism M are adapted, making the configuration of the entire apparatus even more compact.

5 is a skeleton diagram of the vehicular automatic transmission T according to the second embodiment of the present invention. This example is an example in which the planetary gear set M2 is removed in the first embodiment and the forward gear stage is made into four speeds. The brake B-0 which stops the sun gear S2 of the gear set M2 according to this change is made. _H ) is also removed and the brake corresponding to the brake B-0 _L is a brake indicated by the symbol B-0. Since other structures are the same as those in the first embodiment, the same reference numerals or symbols are assigned to the corresponding members, and the description of each partial configuration is replaced.

In this configuration, the forward shift stage is four-speed as described above, but the situation of the engagement, release relationship and power transmission of the frictional engagement element in each shift stage including the reverse is completely the same. 2 Replace the brake (B-0 _L ) in the operation diagram with the brake (B-0) to replace the description. Even when such a configuration is adopted, the same effects as in the first embodiment can be obtained.

6 is a skeleton diagram of the vehicular automatic transmission T according to the third embodiment of the present invention. This example is an example in which the transmission mechanism substantially the same as that of the second embodiment is disposed reversely forward and backward with respect to the transmission case including both clutches C-1 and C-2. In place of the description of each component. Even in such a configuration, the relationship between the operation of each frictional engagement element and power transmission is the same as in the second embodiment, and the same can be achieved.

Next, FIG. 7 is a skeleton diagram of the vehicular automatic transmission T showing the fourth embodiment of the present invention. In this example, the connection relationship between the transmission elements of the two planetary gear sets M1 and M3 is changed for each of the above embodiments. In this example, the sun gears S1 and S3 are directly connected to each other and one side carrier is connected. (C3) and the other side ring gear R1 are directly connected. Even with this configuration, the relationship between the engagement and release of the frictional engagement element and the shift stage achieved is completely the same as in the second and third embodiments. In this example, the first speed consists of the input of sun gear S3, the output of the carrier C3 by the ring gear R3 reaction, and the second speed consists of the input of the carrier C1, the carrier C3 by the ring gear R3 reaction. The third gear consists of the output of the ring gear R1 by the direct connection of the planetary gear set M1 and the fourth gear consists of the input of the carrier C1 and the ring gear R1 by the reaction force of the sun gear S1. Speed is increased. Even when such a configuration is adopted, the same effects as in the first embodiment can be obtained.

8 is a skeleton diagram of the vehicular automatic transmission T according to the fifth embodiment of the present invention. This example is an example in which a transmission mechanism substantially the same as that of the fourth embodiment is disposed in reverse and inverted with respect to the transmission case, including both clutches. Even in such a configuration, the situation of engagement, release relationship and power transmission of the frictional engagement element is completely the same as in the fourth embodiment, and the same effects as in the first embodiment can be obtained.

Next, FIG. 9 is a skeleton diagram of the vehicular automatic transmission T showing the sixth embodiment of the present invention. In this example, the gear structure of the La Viño type is a transmission mechanism M. The transmission mechanism M is rotatably supported by the sun gear S1, the ring gear R1, and the carrier C1, and is engaged with and engaged with them. A first planetary gear set M1 and sun gear S3 composed of a pinion gear P1, a ring gear R1 common to the ring gear, and a pinion gear P1 and sun gear common to the pinion gear engaged with each other. It consists of a pinion gear (P3) to engage and engage in (S3), the carrier (C1) for supporting the pinion gear (P1) rotationally and the carrier (C3) for supporting the pinion gear (P3) rotationally connected to each other The second planetary gear set M3 is configured. Then, the sun gear S3 is driven to the input shaft 14 through the clutch C-1 and can be fixed to the case 10 by the brake B-0, and the ring gear R1 is the clutch C. The drive shaft is connected to the input shaft 14 via -2) and the carrier C1 is connected to the output shaft 15. The sun gear S1 can be fixed to the case 10 by the brake B-1, and the ring gear R1 can be fixed to the case 10 by the brake B-2. Since it is the same as that of the said 1st Embodiment about another structure, the same code | symbol or symbol is attached | subjected to a corresponding member, and it replaces description of each part.

The relationship between engagement and release of each clutch and brake in the case of employing such a configuration and the transmission achieved is exactly the same as in the case of the second embodiment. Therefore, if only the power transmission between the shift elements is described, the input of the first speed sun gear S3 is a carrier by the rotation of the pinion gears P1 and P3 which engage and engage with each other using the sun gear S1 as a reaction force element. Carrier 1 by rotation of pinion gears P1 and P3, which is composed of an output of C1, and the input of the second continuous ring gear R1 is engaged with and engaged with each other using sun gear S1 as a reaction force element. ), And the input of the third speed sun gear S3 and the ring gear R1 is the output of the carrier C1 as it is with the planetary gear set M3 directly connected. The fourth speed trial made by overdrive rotation, the sun gear S3 becomes a reaction element with respect to the ring gear R1 input, and the rotation accelerated by the magnetic component of the pinion gear P1 is output to the carrier C1. Such transmission mechanisms, clutches, and brakes also provide the same effects as in the first embodiment.

10 is a skeleton diagram of the vehicular automatic transmission T according to the seventh embodiment of the present invention. This example reverses the input / output relationship for the transmission mechanism that is substantially the same as in the sixth embodiment. In such a configuration, the input of the first continuous sun gear S1 is the output of the ring gear R1 by the rotation of the pinion gears P1 and P3 which engage and engage with each other using the sun gear S3 as the reaction force element. In the second shift, the input of the carrier (C1) to the output of the ring gear (R1) by the rotation of the pinion gear (P1), (P3) to engage and engage each other with the sun gear (S3) as a reaction force element. The input of the third quick sun gear S1 and the carrier C1 is made by directly connecting the planetary gear set M1 to the output of the ring gear R1. In the fourth speed formed by the overdrive rotation, the sun gear S1 becomes a reaction force element with respect to the input of the carrier C1, and the rotation which is increased by the magnetic flux of the pinion gear P1 is output to the ring gear R1. Even in such a configuration, the same effects as in the sixth embodiment can be obtained.

Next, FIG. 11 is a skeleton diagram of the vehicular automatic transmission T according to the eighth embodiment of the present invention. This example is an example in which a shift structure substantially the same as that of the seventh embodiment is disposed forward and backward with respect to the transmission case, including both clutches. Even with such a configuration, the same functions and effects as in the seventh embodiment can be obtained.

12 is a skeleton diagram of the vehicular automatic transmission T of the ninth embodiment of the present invention. In this example, the gear structure of the La Vino is different from the eighth embodiment as the transmission structure M. The transmission mechanism M is rotatably supported by the sun gear S1, the ring gear R1, and the carrier C1. Pinion gear (P3) having a stage that engages and engages with a first planetary gear set (M1) and sun gear (S3), pinion gear (P1) and sun gear (S3). And a second planetary gear set M3, which is connected to a carrier C1 supporting the pinion gear P1 in a rotational manner and comprising a carrier C3 supporting the pinion gear P3 in a rotational manner. . Then, the sun gear S1 is driven to the input shaft 14 through the clutch C-1, and is fixed to the case 10 by the brake B-0, and the carrier C1 is clutch C-. The drive gear is connected to the input shaft 14 via 2) and the ring gear R1 is connected to the output shaft 15. The sun gear S3 can be fixed to the case 10 by the brake B-1, and the carrier C1 can be fixed to the case 10 by the brake B-2. About other structure, the same code | symbol or symbol is attached | subjected to the member same as the said 1st Embodiment, but replaces each description.

Even in such a configuration, the forward shift stage becomes four speeds. In this example, the relationship between the shift stages achieved by engaging and releasing the respective clutches and brakes is the same as that of the second embodiment, and in this configuration, the input of the first speed sun gear S1 is the sun gear S3. It consists of the output of the ring gear (R1) by the rotation of the pinion gear (P1), (P3) to engage with each other as a reaction element, the input of the second instantaneous carrier (C1) is the sun gear (S3) reaction element It consists of the output of the ring gear (R1) by the rotation of the pinion gear (P1), (P3) to be engaged with each other, and the input of the third speed sun gear (S1) and the carrier (C1) is a planetary gear set ( M1) is directly connected to the output of the ring gear R1. In the fourth speed formed by the overdrive rotation, the sun gear S1 becomes a reaction force element with respect to the input of the carrier C1, and the rotation which is increased by the magnetic flux of the pinion gear P1 is output to the ring gear R1. Even when such a configuration is adopted, the same effects as in the first embodiment can be obtained.

13 is a skeleton diagram of the vehicular automatic transmission T of the sixth embodiment of the present invention. This example has a gear train structure substantially the same as that of the first embodiment, but differs in a structure receiving a reaction force. That is, in this example, the pressing force applied to the clutch C-1 is received by the center support 10d which finally supports the output shaft 15 through the multi-stage thrust bearing inserted and mounted in the transmission mechanism M. . The reason why such a reaction force supporting configuration is adopted will be explained in comparison with the first embodiment, as in the first embodiment, in both lateral directions that are applied to the clutches C-1 and C-2 by the common input shaft 14, respectively. In the case of the so-called clutch-to-clutch operation in which the clutch on the other side is engaged while releasing the clutch on one side when the pressing force of the force is transmitted to the case side walls 10a and 10b (in this example, As can be seen from reference to Fig. 2, this operation is performed at the second speed 2ND or vice versa at the first speed 1ST.), And the force applied to the clutch of the other side via the input shaft 14 is affected. This is because control of the clutch becomes difficult because it becomes crazy.

Thus, in the tenth embodiment, the pressing force applied to the clutch C-2 is similarly received by the transmission case side wall 10b via the flange portion 56 and the bearing 59 on the input shaft 14, and the clutch C- The pressing force applied to 1) is received by the center support 10d that finally supports the output shaft 15 through a multi-stage thrust bearing inserted in and mounted in the transmission mechanism M, showing their installation position in FIG.

In the case of this embodiment, the configuration related to the clutch C-2 is essentially the same as that shown in FIG. 4, which is the same as that used in each of the above embodiments, but as shown in detail in FIG. 15, the clutch C- As for the related configuration on side 1, a slightly different configuration is adopted depending on the reaction force supporting form. Specifically, the flange portion 56 is wound around the input shaft 14 and fixed by spline engagement. The flange portion 56 is moved in the axial direction. Instead, the flange 56A as a reaction force member which abuts against the end portion of the input shaft 14 is connected to the input shaft 14. 14). The flange 56A transmits the pressing force from the clutch C-2 received by the input shaft 14 to the side wall 10a through a thrust bearing 59 provided between the side walls 10a of the case 10. . The pressing force applied to the other clutch C-1 is not acted on the flange 56A and is transmitted from the flange portion 56 to the sun gear shaft 16 through the thrust bearing 71, and also the transmission mechanism M. The center support 10d finally receives through each thrust bearing 71 provided as shown in FIG. Therefore, in this embodiment, the input shaft 14 including the flange portion 66 and the flange portion 56A of the transmission mechanism M serves as a reaction force member of the clutch C-2, and includes the flange portion 56. It becomes a reaction force member of the transmission mechanism M machine clutch C-1. Since it is the same as that of the said 1st Embodiment about another structure, the same code | symbol or symbol is attached | subjected to a corresponding member, and replaces description of each partial structure.

In such a configuration, the respective shift stages are the same as in the first embodiment as shown in the operation diagram of FIG. In particular, in the case of this embodiment, the clutch C-1, C-2 is pressed because the force applied to the opposing clutch via the input shaft 14 is not affected during the clutch-to-clutch operation. It is possible to obtain the advantage of being easy. Other cases are the same as in the first embodiment.

Briefly described above, the hydraulic servos 3 and 4 of the two clutches C-1 and C-2 are stationary cylinder types, even if any of the transmission mechanisms M of the above embodiments are employed. It is possible to form a clutch with a space smaller than that of a normal clutch drum by installing a cylinder that does not need salsal and installing both ends of the transmission mechanism M, the case side walls 10a, and 10b as a cylinder. In addition, it is possible to construct a compact and highly efficient automatic transmission. The arrangement in which the hydraulic servos 3 and 4 are provided on the case side walls 10a and 10b is also advantageous for providing a band break on the outer circumference of the planetary gear or the outer circumference of the clutch.

In the above, the present invention has been described with reference to ten embodiments in which the transmission mechanism is variously changed and the reaction force supporting structure is partially changed. However, the present invention is not limited to the transmission mechanism exemplified in the above embodiment. It is possible to change a variety of specific configurations within the scope of the and widely applied to various transmission mechanisms. In each of the above examples, the present invention has been exemplified only in the case where the input shaft and the shift element are drive connected, but it goes without saying that the present invention can be applied to a clutch that drives the shift elements of the shift mechanism.

In the present invention having the above-described configuration, the first and second clutches are provided at both ends of the transmission with the transmission mechanism, respectively, and the cylinders of the first and second hydraulic servos that engage the clutches are formed on both side walls of the case. Both side walls of the case can be effectively used as the cylinders of the first and second hydraulic servos, and the two hydraulic servos of the two clutches can be made compact, and the enlargement of the apparatus can be prevented. In addition, since the clutch is engaged by the hydraulic servo having the above-described configuration, it is not necessary to install the centrifugal hydraulic oil loss chamber which causes the enlargement of the apparatus as in the prior art, and the weight of the rotating member is reduced, and the shift shock caused by the inertia force during shifting. Can be reduced.

Moreover, according to the structure of Claim 2, the pressing force from the 1st and 2nd hydraulic servo to the 1st and 2nd clutch does not act on the 2nd and 1st clutch of the other side, and complicates both clutch control. Can be avoided.

Moreover, according to the structure of Claim 3, the reaction force by the pressing force to a 1st and 2nd clutch can be supported by a simple structure.

According to the configuration of claim 4, the return spring provided between the reaction force member and the pressing member acts to maintain the clearance of the clutch against external force from the outside at the time of release of the clutch, thereby resulting in controllability of the clutch. It can prevent the fall and shift shock as much as possible.

Further, according to the configuration of claim 5, the pressing force from the piston of the first hydraulic servo is transmitted to the first flange portion through the first clutch and also to the second hydraulic servo via the input shaft, but on the second servo side the input shaft. Since the fourth bearing is provided between the case and the case side wall, the pressing force is finally transmitted to the case side wall on the opposite side. Also, a reaction force in a direction opposite to the pressing force of the piston acts on the case side wall on the side where the first hydraulic servo is installed. As a result, the pressing force of the piston and the reaction force in the opposite direction are transmitted to both case side walls, i.e., the transmission case, to face each other and disappear. This function is similarly achieved for the second hydraulic servo. Thus, the pressing force from the piston can be prevented from affecting the transmission mechanism.

In addition, according to the structure of Claim 6, since the friction material of the clutch was splined with the rim, the partition plate was splined with the same hub as the pressing member, and the pressing member and the flange were replaced with the friction material. It becomes possible to shorten the axial dimension used as the backing plate which does not need direction fixing. In addition, a thick film structure of the backing plate for preventing deterioration of the frictional characteristics is also unnecessary.

In addition, according to the structure of claim 7, the rotation of the input shaft is guided to the outer peripheral side of the clutch through a pressing member from a hub on the inner peripheral side of the clutch, which is inevitably connected to the input shaft by providing positive hydraulic servos at both ends of the transmission case. The rotation speed of the input shaft can thereby be detectable at all times.

Further, according to the configuration of claim 8, the hub of the clutch is always rotated together with the input shaft, and the oil supplied from the inner side in the radial direction is supplied to the friction plate part stably through the penetrating flow path of the hub by centrifugal force to promote lubrication. It improves lubrication performance and cooling effect.

In addition, according to the configuration of claim 9, the shift output is output to the intermediate shaft provided in parallel with the input shaft, and the input clutch is provided at both ends of the input shaft connected to both ends of the transmission, thereby interfering with the input shaft. The shift output can be output to the intermediate driven gear.

In addition, according to the structure of Claim 10-14, since a transmission mechanism can achieve 4 steps forward and 1 step backward with only two clutches, the hydraulic cylinder of the stationary cylinder type which provided two clutches in the both ends of a transmission case is provided. The compact hydraulic servo configuration and the transmission mechanism are suitable, and the overall configuration of the apparatus is further compacted.

Finally, according to the configuration described in claim 15, since the transmission mechanism can achieve five forward and one reverse stages by using only two clutches, it becomes possible to further compact the entire structure of the apparatus even for an automatic transmission that achieves five forward stages. .

Claims (15)

A transmission case, an input shaft, a transmission mechanism connected to the input shaft, the transmission mechanism having a plurality of transmission elements, an output shaft connected to the transmission mechanism, and first and second driving drives connecting any two of the input shaft and the plurality of transmission elements, respectively. In a vehicle automatic transmission having a second clutch and first and second hydraulic servos which engage the first and second clutches respectively by supply of hydraulic pressure, and achieving a plurality of forward shift stages, the transmission case includes: A transmission mechanism, the first and second clutches, and the first and second hydraulic servos, and having side walls at both ends in the axial direction, respectively, wherein the first and second clutches are fitted with the transmission mechanism and at both axial ends of the transmission mechanism. Respectively provided in the first and second hydraulic servos, respectively, of the stationary first and second cylinders formed opposite to each other on the sidewalls of the transmission case; First and second pistons, which are installed in the first and second cylinders, respectively, and which define a loss chamber in which hydraulic pressure is supplied in cooperation with the first and second cylinders, respectively; Respectively installed between the first and second clutches to allow relative rotation between the first and second pistons and the first and second clutches, respectively, and to the first and second pistons And first and second bearings for transmitting the pressing force from the first and second clutches, respectively. 2. The apparatus of claim 1, further comprising first and second reaction force members for transmitting respective pressing forces from the first and second hydraulic servos to the transmission case via the first and second clutches, respectively. The first and second reaction force member is a vehicle automatic transmission for transmitting the pressing force in a path independent of each other. 3. The vehicle automatic transmission according to Claim 2, wherein said first and second reaction force members have said transmission mechanism at one side thereof and said input shaft at the other side thereof. 3. The first and second hydraulic servos of claim 2, wherein the first and second hydraulic servos respectively apply a pressing force to the first and second pistons to resist movement of the first and second pistons according to the supply of the hydraulic pressure to the oil chamber. A first and a second return spring, and a first and a second pressing member between the first and second bearings and the first and second clutch, respectively, wherein the first and second return springs are respectively An automatic transmission for a vehicle in contact with a second pressing member and the first and second reaction force members. The said input shaft is connected between the said both side wall parts through the said transmission mechanism, The said transmission mechanism is respectively provided adjacent to the said 1st and 2nd clutch, and is provided from the said 1st and 2nd piston. Has a first and a second flange portion through which the pressing force is transmitted through the first and second clutches, respectively, the first and second flange portions respectively pressing the pressing force from the first and second pistons on the input shaft. And third and fourth bearings provided between the input shaft and each of the side walls to regulate movement of the input shaft in the axial direction according to the pressing force from the first and second pistons. The said input shaft is connected between the said both side wall parts through the said transmission mechanism, The said transmission mechanism is respectively provided adjacent to the said 1st and 2nd clutch, and is connected to the said 1st and 2nd piston. Pressing force from the first and second clutches are respectively transmitted through the first and second clutches, and the first and second clutches are respectively operated by the input shaft by operation of the first and second hydraulic servos. And a hub connected to one of the plurality of transmission elements, the hub being connected to the input shaft through the first and second flanges, respectively, and the hub connected to one of the plurality of transmission elements, respectively, and having a friction plate portion. A friction plate portion of at least one side in the first and second clutches having a rim provided on an outer circumferential side of the It consists of a plurality of partition plates alternately installed in the axial direction and the friction material, the plurality of friction material is splined to the outer peripheral side of the inner circumferential side of the rim, the plurality of partition plates are the inner peripheral side on the outer peripheral surface of the hub A pressing member adapted to be splined and wherein at least one side of the first and second hydraulic servos is splined to the outer circumferential surface of the hub between the first and second bearings of the hydraulic servo and the clutch corresponding to the hydraulic servo. And a pressing member and the flange portion each having a friction member positioned at both outer ends of the plurality of friction members, respectively. According to claim 1, wherein the input shaft is connected between the two side walls through the transmission mechanism, the first and second clutch is the input shaft and the plurality by the operation of the first and second hydraulic servo And a hub connected to each of the input shafts, and a rim driven to one of the plurality of shifting elements and fitted to a friction plate, the rim being provided on an outer circumferential side of the hub, respectively. Either side of the first and second hydraulic servos has a pressing member between the first and second bearings of the hydraulic servo and a clutch corresponding to the hydraulic servo, the pressing member being axially prevented from rotating relative to the hub. The rotor part which is slidably connected in the direction, is connected to the outer side in the radial direction of the rim and has a plurality of cutouts facing the rotation sensor. Equipped automatic transmission. The method of claim 1, wherein the first and second clutch is to drive each of the input shaft and any one of the plurality of transmission elements by the operation of the first and second hydraulic servo, respectively, connected to the input shaft A hub and a rim installed on the outer circumferential side of the hub, having a friction plate portion connected to one of the plurality of transmission elements, each of the hubs guiding lubricant supplied from their radially inner side to the friction plate portion. Automatic transmission for vehicles with a through flow passage through the periphery. The intermediate drive gear according to claim 1, wherein the intermediate drive shaft is installed in parallel with the output shaft and is drive-connected to the wheel, and the intermediate drive gear integrally connected to the output shaft and the intermediate drive gear are engaged with the intermediate drive gear. And an intermediate drive gear connected to each other, wherein the first and second clutches are configured to drive-connect any one of the input shaft and the plurality of transmission elements, respectively, by the action of the first and second hydraulic servos. Is the vehicle automatic transmission positioned between the first and second clutch. 2. The transmission mechanism of claim 1, wherein the transmission mechanism comprises: a first ring gear, a first carrier rotatably supporting a first pinion gear engaged with the first ring gear, and a first engagement with the first pinion gear. A first planetary gear set consisting of a sun gear, a second ring gear connected to the first carrier, and a second pinion gear engaged with and engaged with the second ring gear are rotatably supported, and are connected to the first ring gear. And a second planetary gear set comprising a second connected second carrier and a second sun gear engaged with the second pinion gear, wherein the first ring gear and the second carrier are connected to the output shaft, and the first sun gear is connected to the output shaft. Connected to the input shaft by a first clutch and engaged with the case by a first brake, wherein the first carrier and the second ring gear are connected to the case by a third brake. A vehicle automatic transmission engaged with the input shaft and connected to the input shaft by the second clutch. 2. The transmission mechanism of claim 1, wherein the transmission mechanism comprises: a first carrier for rotationally supporting a first ring gear and a first pinion gear that meshes with the first ring gear; and a first sun gear that engages with and engages the first pinion gear. And a second carrier connected to the first ring gear while rotatably supporting the first planetary gear set, the second ring gear, and the second pinion gear engaged with the second ring gear. A second planetary gear set comprising a second sun gear connected to the first sun gear and engaged with the second pinion gear, wherein the first ring gear and the second carrier are connected to the output shaft, and the first sun gear And a second sun gear is connected to the input shaft by the first clutch, and is caught by the case by a first brake, and the second ring gear is connected by the second brake. A first transmission is caught in the case, the first carrier is locked to the case by a third brake, and at the same time connected to the input shaft by the second clutch. 2. The transmission of claim 1, wherein the transmission comprises a ring gear, a first pinion gear that meshes with and engages the ring gear, and a carrier for rotatably supporting a second pinion gear that engages with and engages the first pinion gear; A planetary gear set comprising a first sun gear meshing with a first pinion gear and a second sun gear meshing with the second pinion gear, wherein the carrier is connected to the output shaft, and the second sun gear is connected to the first clutch. Simultaneously with being connected to the input shaft by the first brake, the first sun gear is caught by the second brake, and the ring gear is caught by the third brake by the third brake. And an automatic transmission for the vehicle connected to the input shaft by the second clutch. 2. The transmission mechanism as claimed in claim 1, wherein the transmission mechanism comprises a ring gear, a first pinion gear that meshes with and engages the ring gear, and a carrier for rotatably supporting a second pinion gear that engages with and engages the first pinion gear; And a planetary gear set comprising a first sun gear meshing with a first pinion gear and a second sun gear meshing with the second pinion gear, wherein the ring gear is connected to the output shaft, and the first sun gear is connected to the first gear. While being connected to the input shaft by a clutch, the first brake is engaged to the case, the second sun gear is engaged to the case by a second brake, and the carrier is locked to the case by a third brake, And a vehicle automatic transmission connected to the input shaft by the second clutch. 2. The transmission mechanism as claimed in claim 1, wherein the transmission mechanism comprises a ring gear, a first pinion gear that meshes with and engages the ring gear, and a carrier for rotatably supporting a second pinion gear that engages with and engages the first pinion gear; And a planetary gear set comprising a first sun gear meshing with a first pinion gear and a second sun gear meshing with the second pinion gear, wherein the ring gear is connected to the output shaft, and the first sun gear is connected to the first gear. While being connected to the input shaft by a clutch, the first brake is engaged to the case, the second sun gear is engaged to the case by a second brake, and the carrier is locked to the case by a third brake, And a vehicle automatic transmission connected to the input shaft by the second clutch. 2. The transmission mechanism as claimed in claim 1, wherein the transmission mechanism comprises: a first ring gear, a first carrier rotatably supporting a first pinion gear engaged with the first ring gear, and a first engagement with the first pinion gear. A second gear connected to the first ring gear, while supporting the sun gear, a second ring gear connected to the first carrier, a second pinion gear engaged with and engaged with the second ring gear; A second sun gear engaged with the second pinion gear and engaged with the third pinion gear that is supported by the first carrier and that is not rotatable relative to the first pinion gear having a smaller diameter than the first pinion gear. And a planetary gear set including a third sun gear, wherein the first ring gear and the second carrier are connected to the output shaft, and the first sun gear is connected to the first clutch. The first brake and the second ring gear are connected to the input shaft and the first sun gear is caught by the case by the first brake, and the first carrier and the second ring gear are connected to the case by the third brake. And a third clutch is connected to the input shaft by the second clutch, and the third sun gear is caught in the case by a fourth brake.