KR101399721B1 - Brake mechanism - Google Patents

Abstract

A problem to be solved by the present invention is to provide a brake mechanism capable of ensuring case fixing of a second connecting member in which a friction spline plate is spline fitted while suppressing an increase in the number of parts.
A fifth brake R / B capable of locking the common carrier C and having a first drum member 41, a fifth brake drum 42, an intermediate wall 21, a fifth brake piston 43 , And a fifth brake return spring (45). The first drum member 41 is connected to the common carrier C, and the friction plate 60 is spline-fitted. The fifth brake drum 42 is spline fitted to the automatic transmission case ATC and the friction mounter 61 is splined to the automatic transmission case ATC. The intermediate wall 21 regulates the movement of the fifth brake drum 42 toward the E direction. The fifth brake piston 43 is provided so as to be able to press the friction plate 61 in the E direction. The fifth brake return spring 45 generates a pressing force toward the E direction with respect to the fifth brake drum 42 and generates a pressing force toward the F direction with respect to the fifth brake piston 43.

Description

Brake mechanism {BRAKE MECHANISM}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake mechanism that is applied to an automatic transmission or the like and is capable of locking a rotary element to a case by pressing a friction plate and a friction plate with a piston member.

The brake housing 40 in which the third brake B3 is disposed is constituted by a separate member from the case 26 in which the first brake B1 is disposed and the first brake The tip end of the fitting portion 42 is opposed to the tip end of the second fitting portion 70 of the first brake B1 with a slight clearance so that the friction plate 74 of the first brake B1, And a second stopper member for urging the piston 72 between the first piston 78 and the second piston 78 (see, for example, Patent Document 1).

Japanese Patent Application Laid-Open No. 2004-278562

However, in the brake mechanism disclosed in Patent Document 1, since the brake housing 40 to which the friction plate 44 is splined is fixed to the second case member 36 by the bolt 39, the brake housing 40 The number of parts is increased in order to ensure the case fixing of the case 40.

An object of the present invention is to provide a brake mechanism capable of securing a case of a second connecting member in which a friction spline plate splines is fitted while suppressing an increase in the number of parts.

In order to achieve the above object, the present invention is a brake mechanism capable of locking a rotary element, and comprises a first connecting member, a second connecting member, a stopper member, a piston member, and an elastic member.

The first connecting member is connected to the rotating element, and the friction plate is spline-fitted so as to be relatively non-rotatable.

The second connecting member is spline-fitted so as to be non-rotatable relative to the case housing the rotary element, and the friction plate is spline-fitted so as to be relatively non-rotatable.

The stopper member restricts movement of the second linking member to one side.

The piston member is provided so as to be capable of pressing the friction plate against the one side.

Wherein the elastic member is disposed between the second connecting member and the piston member so as to generate a pressing force toward the one side with respect to the second connecting member and generate a pressing force toward the opposite side of the piston member toward the other side .

As described above, since the second connecting member for locking the rotary element is splined to the case, a fastening part such as a bolt for fixing the second connecting member is not required.

However, if the second connecting member is splined to the case, there is a possibility that the second connecting member and the case may be disengaged from the spline. If such spline fitting is released, a drag occurs on the friction plate and the friction plate even when the piston is not pressed.

On the other hand, according to the present invention, an elastic member is disposed between the second connecting member and the piston member so that the pressing force of the elastic member is transmitted to one side for pressing the second connecting member against the case, And the like. In other words, the elastic member for returning the piston member to a position for releasing the compression of the friction plate and the friction plate is also used as a slip prevention member for preventing the second connection member spline-fitted to the case from coming off. This eliminates the need for an additional component for preventing the second connecting member, which is spline-fitted to the case, from coming off.

As a result, while securing an increase in the number of parts, it is possible to secure the case fixing of the second connecting member in which the friction spline plate is spline-fitted.

1 is a longitudinal sectional view showing an entire structure of an automatic transmission to which a brake mechanism of the first embodiment is applied;
2 is a skeleton diagram showing an automatic transmission to which the brake mechanism of the first embodiment is applied;
Fig. 3 is a view showing a fastening operation table showing a fastening operation in the fourth forward speed and the first reverse speed by combining two of the five frictional engagement elements in the automatic transmission to which the brake mechanism of the first embodiment is applied.
4 is a detailed sectional view showing the rear side farther from the drive source than the output gear in the automatic transmission to which the brake mechanism of the first embodiment is applied;
5 is a detailed sectional view showing the front side closer to the drive source than the output gear in the automatic transmission to which the brake mechanism of the first embodiment is applied.
6 is an enlarged sectional view showing a peripheral configuration of a fifth brake which is the brake mechanism of the first embodiment;
Fig. 7 is an explanatory view of a transmission operation showing the skeleton diagram (a) and the speed line diagram (b) at the speed change stage of the first speed (1st) in the automatic transmission to which the brake mechanism of the first embodiment is applied.
Fig. 8 is an explanatory view of a transmission operation showing the skeleton diagram (a) and the speed line diagram (b) at the second speed (2nd) in the automatic transmission to which the brake mechanism of the first embodiment is applied;
Fig. 9 is an explanatory view of a transmission operation showing the skeleton diagram (a) and the speed line diagram (b) at the third speed (third) speed stage in the automatic transmission to which the brake mechanism of the first embodiment is applied;
Fig. 10 is an explanatory view of a transmission operation showing the skeleton diagram (a) and the speed line diagram (b) at the fourth speed gear position in the automatic transmission to which the brake mechanism of the first embodiment is applied.
Fig. 11 is an explanatory view showing a transmission shift operation showing a skeleton diagram (a) and a speed line diagram (b) at a speed change stage in the reverse speed (Rev) in the automatic transmission to which the brake mechanism of the first embodiment is applied.
Fig. 12 is a torque sharing contribution table showing the torque sharing ratio of each friction engagement element at each gear position in the automatic transmission to which the brake mechanism of the first embodiment is applied. Fig.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the best mode for realizing the brake mechanism of the present invention will be described based on the first embodiment shown in the drawings.

[First Embodiment]

First, the configuration will be described.

The configuration of the automatic transmission to which the brake mechanism of the first embodiment is applied is referred to as "the entire configuration", "the transmission configuration", "the friction engagement element configuration on the rear side configuration", "the friction engagement element configuration on the front side configuration" Quot; peripheral configuration of the "

[Overall configuration]

Fig. 1 is a longitudinal sectional view showing an overall structure of an automatic transmission to which a brake mechanism of the first embodiment is applied, and Fig. 2 is a skeleton view showing an automatic transmission to which a brake mechanism of the first embodiment is applied. Hereinafter, the planetary gear configuration and the friction engagement element configuration of the automatic transmission will be described with reference to Figs. 1 and 2. Fig.

As shown in Figs. 1 and 2, the automatic transmission to which the braking mechanism of the first embodiment is applied includes a Ravigneaux planetary gear unit PGU, an input shaft IN, an output gear OUT, a first clutch B, the fifth brake R / B, the third brake B / B, the fourth brake B / B, the fifth brake R / C, ATC).

The Ravigneaux planetary gear unit PGU is a combined planetary gear unit in which a single pinion type planetary gear, which is a planetary gear of two rows, and a double pinion type planetary gear unit are integrated. 1 and 2, the Ravigneaux planetary gear unit PGU includes a front sun gear Ss, a rear sun gear Sd, a ring gear R, a front sun gear Ss ) and the ring gear (R) engaged with the long pinion (P _L) and a rear sun gear (Sd) and a long pinion (P _L) engaged with the short pinion (P _S) and a long pinion (P _L) and short in the And a common carrier C for rotatably supporting the pinion P _s .

The input shaft IN is a shaft through which a rotational drive torque from an engine (drive source), not shown, is input via a torque converter T / C provided with a lockup clutch, as shown in Fig. The front sun gear shaft FS is provided coaxially with the input shaft IN and the front sun gear Ss of the Ravigneaux planetary gear unit PGU is spline fitted to the front sun gear shaft FS. It is customized.

The output gear OUT is always connected to the ring gear R as shown in Fig. The output rotation of the output gear OUT is transmitted from the counter gear 1 to the counter shaft 2 to the longitudinal reduction gear 3 to the drive gear 4 to the differential gear case 5. The output rotation transmitted to the differential gear case 5 is transmitted to the pinions 7 and 7 after passing through the pinion 7 and 7 → the pinion mate shaft 6 rotating integrally with the differential gear case 5 The meshing is transmitted from the pair of side gears 8 and 9 to left and right drive shafts (not shown) and right and left drive wheels.

The first clutch 13R / C is engaged with the input shaft IN and the front sun gear Ss (= the front sun gear shaft FS) for selectively connecting the friction clutches.

The second clutch 234 / C is a multi-plate friction clutch that selectively connects the input shaft IN and the common carrier C in the second speed (2nd), third speed (3rd) and fourth speed (4th) Fastening clutch.

The third brake 12 / B is a multi-plate friction engagement brake for selectively securing the rear differential gear Sd to the automatic transmission case ATC in the first and second gears 1st and 2nd.

The fourth brake 4 / B is a multi-plate friction engagement member that selectively fixes the front sun gear Ss (= front sun gear shaft FS) to the automatic transmission case ATC in the fourth speed (4th) It is a brake.

The fifth brake R / B is a multi-plate friction engagement brake for selectively fixing the common carrier C to the automatic transmission case ATC in the reverse rotation speed Rev.

1, the automatic transmission case ATC includes a Ravigneaux planetary gear unit PGU and five friction engagement elements 13R / C, 234 / C, 12 / B, 4 / B, R / B) and the like. A converter housing 10 is connected to the drive source side of the automatic transmission case ATC and a torque converter T / C is disposed in the converter housing 10. [ An oil pump O / P, which is rotationally driven by an engine (drive source), is disposed at a connecting portion between the automatic transmission case ATC and the converter housing 10. [

[Shift Configuration]

Fig. 3 shows a fastening operation table for achieving fourth forward speed and one reverse speed by combination of two simultaneous fastening among five frictional fastening elements in the brake mechanism of the first embodiment. A shift configuration for establishing the respective gear positions of the brake mechanism of the first embodiment will be described below with reference to Fig.

As shown in Fig. 3, the first-speed (1st) speed change stage is established by simultaneous engagement of the first clutch 13R / C and the third brake 12 / B so that the input shaft IN and the front- Ss are connected to each other and the rear sun gear Sd is fixed to the case.

As shown in Fig. 3, the second-speed (2nd) speed change stage is established by simultaneous engagement of the second clutch 234 / C and the third brake 12 / B, And the rear sun gear Sd is fixed to the case.

As shown in Fig. 3, the third-speed (3rd) speed change stage is achieved by the simultaneous engagement of the first clutch 13R / C and the second clutch 234 / C so that the input shaft IN and the front sun gear Ss) and the common carrier (C).

As shown in Fig. 3, the fourth-speed (4th) speed change stage is established by simultaneous engagement of the second clutch 234 / C and the fourth brake 4 / B so that the input shaft IN and the common carrier C And connecting the front sun gear Ss to the case.

As shown in Fig. 3, the speed change stage of the reverse rotation speed (Rev) is established by simultaneous engagement of the first clutch 13R / C and the fifth brake R / B so that the input shaft IN and the front sun gear Ss ), And fixing the common carrier (C) to the case.

3, the upshift and downshift at the adjacent speed change stages from the first speed (1st) to the fourth speed (4th) are performed by the switching shift of the so-called two friction engagement elements Is done. The term " switching shift " means a state in which one frictional engagement element is kept in the engaged state and one of the other frictional engagement elements is freed from the two frictional engagement elements that are simultaneously engaged at the speed change stage before shifting, Means that the frictional engagement element is engaged and shifted to the speed change stage after shifting. For example, the upshift from the first speed (1st) to the second speed (2nd) keeps the third brake (12 / B) in the engaged state, releases the first clutch (13R / C) And by engaging the second clutch 234 / C.

[Construction of Friction Fastening Elements in the Arrangement on the Rear Side]

1 and 2, the five frictional engagement elements are provided on the front side closer to the drive source than the output gear OUT and the region on the front side closer to the drive source than the output gear OUT, And the rear-side area farther from the rear side. Hereinafter, the configuration of the friction engagement element arranged on the rear side farther from the drive source than the output gear OUT will be described with reference to Fig.

4, the Ravigneaux planetary gear PGU and the third brake 12/12 are disposed in the inner space of the automatic transmission case ATC, in the rear area farther from the drive source than the output gear OUT, B and the fourth brake 4 / B are disposed.

The output gear (OUT) is supported on the cylindrical portion 21b of the intermediate wall 21 through a bearing 22. The intermediate wall 21 includes a wall portion 21a disposed on the front side of the output gear OUT and connected to the automatic transmission case ATC and extending in the radial direction, And a cylindrical portion 21b extending toward the rear side. Further, the rear side of the output gear OUT is always connected to the ring gear R, and the front side is always connected to the parking gear 23. A parking pawl (24) is disposed on the parking gear (23) so as to be engageable with the parking pawl (24).

The Ravigneaux planetary gear PUU is located at a position adjacent to the rear side of the output gear OUT and at an outer peripheral position of the front sun gear shaft FS. The outer diameter of the Ravigneaux planetary gear unit PGU is defined by the outer diameter of the ring gear R and the axial dimension of the Ravigneaux planetary gear unit PGU is determined by the axial length of the common carrier C . A front sun gear Ss is spline-coupled to the outer circumferential position of the front sun gear shaft FS, and the rear sun gear Sd is rotatably supported. The common carrier C includes a long pinion shaft 25 for supporting the long pinion P _L , a short pinion shaft 26 (see FIG. 1) for supporting the short pinion P _S , 25, and 26 at both end positions, and a rear carrier plate 28. The front and rear carrier plates 27,

The third brake 12 / B is disposed at a radially outer circumferential position with respect to the Ravigneaux planetary gear unit PGU and at a position overlapping with the Ravigneaux planetary gear unit PGU in the radial direction. The four friction plates 36 of the third brake 12 / B are disposed on the outer peripheral side of the second hub member 29 spline-coupled to the rear sun gear Sd through the rear side of the common carrier C The spline is fitted. The four frictional counter plates 37 of the third brake 12 / B are spline-fitted to the automatic transmission case ATC. The third brake piston 30 of the third brake 12 / B is the rear side of the third brake 12 / B by the friction plate 36 and the friction plate 37 disposed alternately, Is disposed in a piston cylinder of a large annular groove formed by a case (ATC) and an axially projecting casing portion (31) inside thereof. A third brake return spring 32 is interposed between the automatic transmission case ATC and the third brake piston 30.

The fourth brake 4 / B is located radially inward of the third brake 12 / B and is disposed at a position overlapping the third brake piston 30 in the radial direction. The two friction plates 38 of the fourth brake 4 / B are connected to the front sun gear shaft FS passing through the rear side of the second hub member 29 and the inner peripheral side of the rear sun gear Sd, Fitted to the outer circumferential side of the third hub member (33). The two frictional counter plates 39 of the fourth brake 4 / B are spline fitted to the axially projecting casing portion 31. [ The fourth brake piston 34 of the fourth brake 4 / B is disposed on the piston cylinder of the small annular groove formed by the automatic transmission case ATC on the rear side of the fourth brake 4 / B. A fourth brake return spring (35) is interposed between the automatic transmission case (ATC) and the fourth brake piston (34).

The automatic transmission case ATC includes the output gear OUT, the Ravigneaux planetary gear PGU, the third brake 12 / B and the fourth brake 4 / B laid out as described above And has a corresponding shape. 4, the case diameter is gradually reduced from the case diameter Df at the position of the output gear OUT toward the position of the third brake 12 / B so that the third brake piston 30 And the case diameter Dr (<Df) at the rear end side where the fourth brake 4 / B is disposed is set to be a small diameter.

[Construction of frictional engagement element in front side arrangement]

1 and 2, the five frictional engagement elements are provided on the front side closer to the drive source than the output gear OUT and the region on the front side closer to the drive source than the output gear OUT, And the rear-side area farther from the rear side. Hereinafter, the configuration of the friction engagement element disposed in the region on the front side closer to the drive source than the output gear OUT will be described based on Fig.

The first clutch 13R / C and the second clutch 234 / C are provided in the inner space of the automatic transmission case ATC, as shown in Fig. 5, in a region on the front side closer to the drive source than the output gear OUT. C) and a fifth brake (R / B). The radial arrangement of the three frictional engagement elements is such that the fifth brake R / B is disposed radially outward and the second clutch 234 / C is disposed radially inward of the fifth brake R / And the first clutch 13R / C is disposed radially inward of the second clutch 234 / C.

As shown in Fig. 5, the fifth brake R / B is disposed at the outermost circumferential position among the three friction engagement elements disposed in the region on the front side closer to the drive source than the output gear OUT. The three friction plates 60 of the fifth brake R / B are connected to the front carrier plate 27 at the front side end of the common carrier C via the cylindrical connecting plate 40, And is spline fitted to the outer peripheral side of the member (41). The three frictional counter plates 61 and the retaining plates 62 of the fifth brake R / B are connected to the fifth brake drum 42 fixed to the wall portion 21a of the intermediate wall 21, . The fifth brake piston 43 of the fifth brake R / B is disposed on the front side of the fifth brake R / B and in the annular groove formed in the partition wall 44 fixed to the automatic transmission case ATC In the piston cylinder. A fifth brake return spring 45 is interposed between the fifth brake drum 42 and the fifth brake piston 43.

As shown in Fig. 5, the second clutch 234 / C is located radially inward of the fifth brake R / B, and at least part of the fifth brake R / B is in the radial direction Are placed in overlapping positions. The three friction plates 63 of the second clutch 234 / C are spline fitted to the outer peripheral side of the second drum member 46 connected and fixed to the input shaft IN by spline engagement. The three frictional counter plates 64 and the retaining plates 65 of the second clutch 234 / C are spline fitted to the inner peripheral side of the first drum member 41. [ The second clutch piston 47 of the second clutch 234 / C is disposed on the piston cylinder formed on the first drum member 41 and on the rear side of the second clutch 234 / C. A second clutch return spring (48) is interposed between the first drum member (41) and the second clutch piston (47). That is, the first drum member 41 is a combined drum member in which the second clutch 234 / C is disposed on the inner peripheral side and the fifth brake R / B is disposed on the outer peripheral side.

As shown in Fig. 5, the first clutch 13R / C is located radially inward of the second clutch 234 / C, and at least part of the second clutch 234 / C is in the radial direction Are placed in overlapping positions. The three friction plates 66 of the first clutch 13R / C are connected to the front sun gear Ss via the front sun gear shaft FS through the inner peripheral side of the first drum member 41 1 to the outer circumferential side of the hub member 49, as shown in Fig. The three frictional counterparts 67 and the retaining plates 68 of the first clutch 13R / C are fixed to the inner peripheral side of the second drum member 46 connected and fixed to the input shaft IN by spline engagement The spline is fitted. The first clutch piston 50 of the first clutch 13R / C is disposed on the piston cylinder formed on the second drum member 46 and on the front side of the first clutch 13R / C. A first clutch return spring (51) is interposed between the second drum member (46) and the first clutch piston (50). That is, the second drum member 46 is a combined drum member in which the first clutch 13R / C is disposed on the inner peripheral side and the second clutch 234 / C is disposed on the outer peripheral side.

As described above, the three friction engagement elements disposed in the region on the front side closer to the drive source than the output gear OUT are set to the following relationship. The outer diameters of the friction plate 66 and the friction plate 67 of the first clutch 13R / C are made smaller than the inner diameters of the friction plate 63 and the friction plate 64 of the second clutch 234 / C . The outer diameters of the friction plate 63 and the friction plate 64 of the second clutch 234 / C are made smaller than the inner diameters of the friction plate 60 and the friction plate 61 of the fifth brake R / B . The friction plate 66 of the first clutch 13R / C, the friction plate 63 of the second clutch 234 / C, and the friction plate 60 of the fifth brake R / B are set to three identical numbers . Similarly, the friction plate 67 of the first clutch 13R / C, the friction plate 64 of the second clutch 234 / C, and the friction plate 61 of the fifth brake R / The same number of buyers is set as three.

In this specification, the term &quot; friction plate &quot; refers to a clutch plate or a brake plate fitted with a spline provided on the outer periphery of a drum member or a hub member. The &quot; friction plate &quot; may be provided with friction materials on both sides, or may be provided with friction materials on only one side. The term "friction plate" refers to a clutch plate or a brake plate which is engaged with a spline provided on the inner periphery of a drum member or a hub member. In this &quot; friction plate, &quot; a friction material may not be attached, or a friction material may be attached.

[Peripheral Configuration of the Fifth Brake]

Fig. 6 shows the peripheral configuration of the fifth brake (R / B) which is the brake mechanism of the first embodiment. Hereinafter, the peripheral configuration of the fifth brake R / B will be described in detail with reference to Fig.

6, the fifth brake R / B is a brake mechanism capable of locking the common carrier [C (rotary element)] to the automatic transmission case ATC. (The first connecting member), the fifth brake drum 42 (second connecting member), the intermediate wall 21 (stopper member), the fifth brake piston 43 (piston member) And a return spring 45 (elastic member).

The first drum member 41 is connected to the front carrier plate 27 of the common carrier C through the cylindrical connecting plate 40. The three friction plates (60) are spline-fitted to the spline provided on the outer periphery of the first drum member (41) so that they can not rotate relative to each other.

The fifth brake drum 42 is spline fitted to the spline 21c provided on the intermediate wall 21 connected to the automatic transmission case ATC housing the common carrier C, Respectively. The three friction lining plates 61 and one retaining plate 65 are spline-fitted so as to be relatively non-rotatable to the spline provided on the inner periphery of the drum for the fifth brake. The fifth brake drum 42 is provided with a snap ring 69 on the rear side of the friction plate 60 and the friction plate 61 and is provided on the front side of the friction plate 60 and the friction plate 61 A snap ring 70 is provided. The snap ring 70 receives a reaction force of the fifth brake return spring 45 for returning the fifth brake piston 43. [

The intermediate wall 21 is formed in such a manner that the drum bottom portion 42a in which the rear side of the fifth brake drum 42 is inwardly bent is brought into contact with the drum contact surface 21d of the wall portion 21a, (Toward the direction of the arrow E). The intermediate wall 21 is a case-side member connected and fixed to the automatic transmission case ATC and has a wall portion 21a extending in the radial direction.

The fifth brake piston 43 is disposed in the piston cylinder by the annular groove formed in the partition wall 44 fixed to the automatic transmission case ATC. The other side (the direction of the arrow F direction) of the frictional counterpart 61 among the friction plate 60 and the friction plate 61 alternately arranged is provided so as to be pressed to one side (the direction of the arrow E). The fifth brake piston 43 is provided with a spring support plate 71. The spring support plate 71 includes a fifth brake return spring 43 for returning the fifth brake piston 43, (45).

The fifth brake return spring 45 is disposed between a snap ring 70 provided on the fifth brake drum 42 and a spring support plate 71 provided on the fifth brake piston 43. That is, the fifth brake return spring 45 generates a pressing force toward one side (the direction of the arrow E) with respect to the fifth brake drum 42, and presses the other brake piston 43 on the other side (Toward the direction of the arrow F).

Next, the operation will be described.

The &quot; shift operation at each gear position &quot; in the automatic transmission to which the brake mechanism of the first embodiment is applied will be described. Subsequently, the action of the brake mechanism of the first embodiment will be described by dividing it into "the necessity of the fifth brake drum" and the "drum retaining action of the fifth brake".

[Shift operation at each gear position]

The Ravigneaux planetary gear unit PGU of the first embodiment is a four rotary element in which the rotational speed relationship on the speed line is arranged on a straight line. The front sun gear Ss, the rear sun gear Sd, and the ring gear R And a common carrier C as shown in Fig. Hereinafter, the shifting action at each gear range obtained by making the rotational speed relationship of the four rotary elements different based on Figs. 7 to 11 will be described.

(1st speed gear)

The first clutch 13R / C and the third brake 12 / B are concurrently engaged and the third brake (third brake) 12 / B is engaged at the first speed (1st) 12 / B, the rear sun gear Sd is fixed to the automatic transmission case ATC.

7 (b), the front sun gear Ss is fixed by the fixing of the rear sun gear Sd when the input rotation number is inputted to the front sun gear Ss after the input shaft IN has passed. And the rotational speed relationship between the common carrier C, the ring gear R and the rear sun gear Sd are defined by one straight line. That is, the number of revolutions of the common carrier C is reduced more than that of the front sun gear Ss, and the number of revolutions of the ring gear R is further reduced than that of the common carrier C. Thus, the rotational speed of the ring gear R decelerated by the input rotational speed to the front sun gear Ss is transmitted to the output gear OUT as it is, thereby achieving the first speed gear stage (first under drive drive gear stage).

(The speed change stage of the second speed)

At the second speed (2nd), the second clutch 234 / C and the third brake 12 / B are simultaneously engaged and the third brake (third brake) 12 / B, the rear sun gear Sd is fixed to the automatic transmission case ATC.

8 (b), by fixing the rear sun gear Sd, the common carrier C and the ring gear C are fixed by the input shaft IN, The rotational speed relationship between the gear R and the rear sun gear Sd is defined by one straight line. That is, the number of rotations of the ring gear R is decelerated from the common carrier C. In this way, the rotational speed of the ring gear R, which has decelerated the input rotational speed to the common carrier C, is transmitted to the output gear OUT as it is and the second speed gear stage (second under drive speed gear stage) is achieved.

(3rd speed gear)

At the third speed (3rd), the first clutch 13R / C and the second clutch 234 / C are simultaneously engaged as indicated by the shaded area in FIG. 9A.

9B, when the input sun gear Ss and the common carrier C are inputted with the input shaft IN after passing through the input shaft IN, three (3) of the Ravigneaux planetary gears PGU The front sun gear Ss serving as a rotation element, the common carrier C and the ring gear R integrally rotate. Thus, the number of rotations (= input rotational speed) of the ring gear R, which is the same as the number of rotations of the front sun gear Ss and the common carrier C, is transmitted to the output gear OUT as it is, (Direct drive speed change stage) is achieved.

(Fourth speed gear)

At the fourth speed (4th), the second clutch 234 / C and the fourth brake 4 / B are simultaneously engaged and the fourth brake (fourth brake) 4 / B), the front sun gear Ss is fixed to the automatic transmission case ATC.

10 (b), when the front sun gear Ss is fixed and the front sun gear Ss and the front sun gear Ss are fixed to each other, The rotational speed relationship between the common carrier C and the ring gear R is defined by one straight line. That is, the number of rotations of the ring gear R is increased more than the number of rotations of the common carrier C (= number of input rotations). Thus, the number of rotations of the ring gear R that has increased the number of input rotations to the common carrier C is transmitted to the output gear OUT as it is, thereby achieving the fourth gear speed range (overdrive speed change stage).

(Speed change stage in retreat)

At the speed change stage of the reverse rotation speed Rev, the first clutch 13R / C and the fifth brake R / B are simultaneously engaged and the fifth brake R / B, the common carrier C is fixed to the automatic transmission case ATC.

11 (b), the front sun gear Ss and the front sun gear Ss are fixed by fixing the common carrier C when the input rotation speed is input to the front sun gear Ss after passing through the input shaft IN The rotational speed relationship between the common carrier C and the ring gear R is defined by one straight line. That is, the rotation of the ring gear R is the direction opposite to the input rotation direction of the front sun gear Ss and is also decelerated. In this way, the rotational speed of the ring gear R, which is reduced in the reverse rotation speed by the input rotational speed to the front sun gear Ss, is transmitted to the output gear OUT as it is, thereby achieving the speed change stage (reverse shift stage)

[Necessity of Drum for Fifth Brake]

Although the brake mechanism of the present invention is adopted as the fifth brake R / B in the first embodiment, the fifth brake drum 42 (hereinafter referred to as " first brake drum 42 " ). &Lt; / RTI &gt;

First, even if the friction plate of the fifth brake is held by the automatic transmission case, the spline can not be formed on the case side over the entire circumference of the fifth brake. Therefore, the spline of a part of the friction mounter may not be splined to the automatic transmission case in some cases. In this case, there is a possibility that the holding of the friction plate is insufficient at the time of engagement of the fifth brake, and large torque can not be transmitted.

Further, if the friction mounter of the fifth brake is attempted to be held by the automatic transmission case, the outer diameter of the fifth brake becomes unnecessarily large, so that the member such as the hub becomes large, and the weight increases and the cost increases.

On the other hand, by providing the fifth brake drum 42, the spline engaged with the friction plate 61 of the fifth brake R / B is formed over the entire circumference of the fifth brake drum 42 can do. In other words, compared with the case of holding the friction plate of the fifth brake by the automatic transmission case, it is possible to sufficiently secure the holding of the friction plate 61 during engagement of the fifth brake R / B have. In addition, since the outer diameter of the fifth brake R / B is suppressed as compared with the case of holding the friction plate of the fifth brake by the automatic transmission case, weight increase and cost increase can be suppressed.

As described above, the reason for installing the fifth brake drum 42 in the fifth brake (R / B) lies in the following two points.

(1) Even if an attempt is made to hold the friction plate 61 of the fifth brake R / B by the automatic transmission case ATC, the automatic transmission case ATC may be extended over the entire circumference of the fifth brake R / It can not be said that a spline can be formed in ATC. In other words, the friction plate 61 may not be splined to the automatic transmission case ATC at all over the entire circumference. In this case, the frictional counter plate 61 ) Is insufficient, and there is a possibility that a large torque can not be transmitted.

(2) Even if a necessary torque can be transmitted only by a spline which can be installed on the automatic transmission case (ATC) side, if the friction mounter 61 is to be splined to the automatic transmission case ATC, (R / B) becomes unnecessarily large. As a result, the members such as the first drum member 41 also become large, which increases the weight and increases the cost.

Here, the torque sharing ratio of the fifth brake R / B will be described.

The torque sharing ratios of the respective friction engagement elements at the respective speed change stages in the skeleton of the first embodiment are as shown in the table of Fig. In Fig. 12,

? f is the tooth ratio (? f = Zss / Zr) of the front side (single pinion side).

Zss represents the number of teeth of the front sun gear Ss, Zr represents the number of teeth of the ring gear R,

? r is the tooth ratio (? r = Zsd / Zr) of the rear side (double pinion side).

Where Zsd is the number of teeth of the rear sun gear Sd, and Zr is the number of teeth of the ring gear R

Normally, since the number of teeth of the sun gear &lt; the number of teeth of the ring gear, the tooth ratio? F ·? R becomes a value smaller than 1, the maximum torque share ratio of each clutch becomes as follows.

The maximum torque sharing ratio of the fifth brake (R / B): (1 +? F) /? F

The maximum torque sharing ratio of the second clutch 234 / C: 留 f + 1

The maximum torque sharing ratio of the first clutch (13R / C): 1

The maximum torque sharing ratio of the third brake 12 / B is [? R (1 +? F)] / [? F (1-

The maximum torque sharing ratio of the fourth brake 4 / B:? F / (1 +? F)

As apparent from the above torque sharing ratio, the maximum torque share ratio of the fifth brake R / B is larger than that of the second clutch 234 / C with respect to the three friction engagement elements disposed on the front side of the output gear OUT. The maximum torque sharing ratio of the first clutch 13R / C is established.

As described above, since the maximum torque sharing ratio of the fifth brake R / B is greater than the maximum torque sharing ratio of the second clutch 234 / C and the first clutch 13R / C, the fifth brake R / Of the friction plate 61 is insufficient, it is impossible to transmit a large torque.

[Operation of holding the drum of the fifth brake]

As described above, when the fifth brake drum 42 is used to hold the friction plate 61 in the fifth brake R / B that receives a large torque, the fifth brake drum 42 It is necessary to secure the case fixing performance of the case. Hereinafter, the drum holding action of the fifth brake R / B will be described based on Fig.

First, in the first embodiment, the fifth brake drum 42, which is a case-side member to which the common carrier C is locked, is not rotatable relative to the spline 21c provided on the intermediate wall 21 serving as the case fixing member Fit the spline. Therefore, a fastening part such as a bolt for fixing the fifth brake drum 42 is not required.

However, only the fifth brake drum 42 is splined to the spline 21c provided on the intermediate wall 21 so that the fifth brake drum 42 can not rotate relative to the spline 21c. There is a possibility that spline fitting may occur. When such spline fitting is released, dragging occurs in the friction plate 60 and the friction plate 61 even when the fifth brake piston 43 is not pressed.

On the other hand, in the first embodiment, the fifth brake return spring 45 is disposed between the fifth brake drum 42 and the fifth brake piston 43. The pressing force of the fifth brake return spring 45 is transmitted to one side (the direction of the arrow E) pushing the fifth brake drum 42 against the intermediate wall 21 as shown in Fig. 6, (The direction of the arrow F) for returning the piston 43 to its original position.

That is, the fifth brake return spring 45 for returning the fifth brake piston 43 to a position for releasing the compression of the friction plate 60 and the friction plate 61 is inserted into the intermediate wall 21 by spline- And is also used as a slip prevention member for preventing the fifth brake drum 42 from coming off. This eliminates the need for an additional component for preventing the fifth brake drum 42, which is spline-fitted to the intermediate wall 21, from coming off.

In this way, (a) fastening parts such as bolts are not required. (b) By obtaining the action force for preventing the fifth brake drum 42 from slipping out by the existing fifth brake return spring 45, an additional part for preventing the slipping off is unnecessary. According to these two reasons (a) and (b), the casing fixing of the fifth brake drum 4 for spline-fitting the friction plate 61 is secured while suppressing an increase in the number of parts.

6, the fifth brake drum 42 is spline fitted to the intermediate wall 21 and the drum bottom portion 42a on the rear side is provided on the drum contact surface 21d of the intermediate wall 21 ). The fifth brake drum 42 is provided with a snap ring 70 on the front side of the friction plate 60 and the friction plate 61. The snap ring 70 receives a reaction force of a return spring 45 for returning the fifth brake piston 43. [

Therefore, when the fifth brake R / B is engaged, the friction plate 60 and the friction plate 61 are urged from the fifth brake piston 43, so that friction between the friction plate 60 and the friction plate 61 The power is transmitted. When oil pressure acts on the fifth brake piston 43 and the fifth brake piston 43 moves toward the direction of arrow E in Fig. 6, through the return spring 45 and the snap ring 70, A pressing force acts on the side surface 42 in the direction of the arrow E in Fig. This pressing force pushes the drum bottom portion 42a of the fifth brake drum 42 against the drum contact surface 21d of the intermediate wall 21 to reliably prevent the fifth brake drum 42 from coming off do.

Next, the effect will be described.

In the brake mechanism of the first embodiment, the following effects can be obtained.

(1) A brake mechanism (fifth brake (R / B)) capable of locking the rotary element (common carrier (C)),

A first connecting member (first drum member 41) connected to the rotary element (common carrier C) and spline-fitted so that the friction plate 60 can not be relatively rotated,

(Second clutch), which is spline-fitted so as to be non-rotatable relative to the case (automatic transmission case ATC) accommodating the rotary element (common carrier C) and spline- Member (the fifth brake drum 42)

A stopper member (intermediate wall 21) for restricting the movement of the second linking member (the fifth brake drum 42) to one side,

A piston member (a fifth brake piston 43) provided so as to be able to press the friction plate 61 to one side,

Is disposed between the second linking member (the fifth brake drum 42) and the piston member (the fifth brake piston 43), and the second linking member (the fifth brake drum 42) (A fifth brake return spring 45) that generates a pressing force toward one side and generates a pressing force to the other side of the piston member (the fifth brake piston 43) in the reverse direction of the one side.

This makes it possible to ensure the case fixing of the second linking member (fifth brake drum 42) in which the friction plate 61 is spline-fitted, while suppressing an increase in the number of parts.

(2) The brake mechanism (fifth brake R / B) is a brake mechanism capable of locking the rotary element (common carrier C) of the automatic transmission,

A wall portion 21a connected to the case (automatic transmission case ATC) and extending in the radial direction and a cylindrical portion 21b extending from the wall portion 21a to the one side in the axial direction, And an intermediate wall 21 for supporting the output member (the output gear OUT) by the engagement portion 21b,

The stopper member is constituted by the intermediate wall 21 and the one end of the second connecting member (the fifth brake drum 42) is brought into contact with the intermediate wall 21, Member (the fifth brake drum 42) to one side.

The end of the second linking member (the fifth brake drum 42) is fixed to the intermediate wall 21 (second brake return spring 45) by the urging force of the elastic member (the fifth brake return spring 45) , It is possible to reliably prevent the second connecting member (the fifth brake drum 42) from coming off.

The brake mechanism of the present invention has been described above based on the first embodiment. However, the specific structure is not limited to the first embodiment, and unless the gist of the invention relating to each claim in the claims is deviated , Design changes or additions are permitted.

The first embodiment shows an example in which the first drum member 44 (first coupling member) is disposed on the inner peripheral side of the fifth brake drum 42 (second coupling member). However, the second connecting member may be provided on the inner circumferential side of the first connecting member to lock the rotating element connected to the first connecting member.

In the first embodiment, the fifth brake drum 42 (second connecting member) is brought into contact with the intermediate wall 21 to move the fifth brake drum 42 (second connecting member) to one side Regulated. However, the snap ring may be inserted into the spline of the case-side member such as the intermediate wall, and the movement of the second connecting member to one side may be restricted by the snap ring.

In the first embodiment, the brake mechanism of the fifth brake (R / B), which is one of the friction engagement elements of the automatic transmission, is shown. However, even if the brake mechanism is applied to an automatic transmission, a brake mechanism that locks the rotary element by pressing and fastening the friction plate / friction plate by the piston is applicable.

In the first embodiment, a fifth brake drum 42 having a spline formed over its entire periphery is shown. However, it is only necessary to sufficiently secure the holding of the friction plate at the time of engagement of the fifth brake (R / B) without forming the spline around the entire circumference.

PGU: Ravigneaux planetary gear
Ss: Front sun gear
Sd: rear sun gear
R: Ring gear
P _L : Long pinion
P _S : Short pinion
C: Common carrier (rotary element)
IN: input shaft
OUT: Output gear (output member)
ATC: Automatic transmission case (case)
13R / C: First clutch
234 / C: Second clutch
12 / B: Third brake
4 / B: Fourth brake
R / B: Fifth brake (brake mechanism)
21: Middle wall (stopper member)
21a: wall portion
21b:
21c: spline
21d: drum contact surface
27: Front carrier plate
40: Cylindrical connection plate
41: first drum member (first connecting member)
42: fifth brake drum (second connecting member)
42a: drum bottom
43: fifth brake piston (piston member)
44:
45: fifth brake return spring (elastic member)
60: a friction plate of the fifth brake (R / B)
61: Friction counter plate of fifth brake (R / B)
70: Snap ring
71: spring support plate

Claims (2)

A brake mechanism capable of locking a rotary element,
A first connecting member connected to the rotating element and spline-fitted so that the friction plate is not relatively rotatable,
A second connecting member which is spline-fitted so as to be relatively non-rotatably fitted to the case housing the rotary element and is spline-
A stopper member for restricting movement of the second linking member to one side,
A piston member provided so as to be able to press the friction plate against the one side,
And an elastic member disposed between the second connecting member and the piston member to generate a pressing force toward the one side with respect to the second connecting member and generate a pressing force toward the opposite side of the piston member with respect to the other side and,
Wherein the urging force of the elastic member is applied to both of one side for pressing the second connecting member against the stopper member and the other side for returning the piston member to the original position. The automatic transmission according to claim 1, wherein the brake mechanism is a brake mechanism capable of locking a rotary element of the automatic transmission,
And an intermediate wall connected to the case, the intermediate wall comprising a wall portion extending in the radial direction and a cylindrical portion extending in the axial direction from the wall portion to the one side, the cylindrical portion supporting the output member,
Characterized in that the stopper member is constituted by the intermediate wall and restricts the movement of the second connecting member to one side by bringing the one end of the second connecting member into contact with the intermediate wall, .

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