WO2014061234A1 - 変速機のブレーキ装置及びその制御システム - Google Patents
変速機のブレーキ装置及びその制御システム Download PDFInfo
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- WO2014061234A1 WO2014061234A1 PCT/JP2013/006010 JP2013006010W WO2014061234A1 WO 2014061234 A1 WO2014061234 A1 WO 2014061234A1 JP 2013006010 W JP2013006010 W JP 2013006010W WO 2014061234 A1 WO2014061234 A1 WO 2014061234A1
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- piston
- friction plate
- chamber
- brake device
- hydraulic pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
- F16H57/10—Braking arrangements
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
- F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
- F16D65/186—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes with full-face force-applying member, e.g. annular
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
- F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/02—Fluid-pressure mechanisms
- F16D2125/10—Plural pistons interacting by fluid pressure, e.g. hydraulic force amplifiers using different sized pistons
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
- F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
- F16H2063/303—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes the friction member is actuated and released by applying pressure to different fluid chambers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/666—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with compound planetary gear units, e.g. two intermeshing orbital gears
Definitions
- the present invention belongs to the technical field of a brake device for a transmission mounted on a vehicle and a control system thereof.
- An automatic transmission mounted on a vehicle includes a plurality of frictional engagement elements such as a clutch device and a brake device, and selectively engages them in accordance with the operating state of the engine, so that a transmission mechanism including a planetary gear set and the like is installed.
- the power transmission path is changed to automatically shift to a predetermined gear stage.
- a first piston that presses the friction plate and a second piston that presses the first piston toward the side close to the friction plate are serially arranged in this order from the friction plate side to the stroke direction. It is an arranged configuration.
- a return spring is provided that acts on the first piston and biases the first piston and the second piston away from the friction plate.
- the first piston is stroked to the side close to the friction plate by causing the second piston to stroke to the side close to the friction plate.
- the clearance of the friction plate can be narrowed (the position of the first piston and the position of the second piston at this time are referred to as the standby position of the first piston and the standby position of the second piston, respectively).
- the brake device can be fastened with high responsiveness, the brake device can be fastened accurately and at appropriate timing, and a shift shock or the like caused by a shift in the fastening timing of the brake device can be suppressed. .
- the present invention provides a transmission in which the engagement response of the brake device does not decrease and the accuracy of the engagement timing of the brake device does not decrease even if the clearance of the friction plate increases due to individual differences or aging of the brake device.
- An object of the present invention is to provide a brake device and its control system.
- the first piston that presses the friction plate and the second piston that moves the first piston to the side close to the friction plate are arranged in series in this order from the friction plate side in the stroke direction.
- the first piston is fitted into the second piston so that the first piston can move together with the second piston and can move relative to the second piston, and the first piston is brought close to the friction plate.
- a first hydraulic chamber to which hydraulic pressure is supplied to make a stroke toward the side to be moved, and a second hydraulic chamber to be supplied with hydraulic pressure to stroke the second piston to the side close to the friction plate, are provided.
- An urging member that urges away from the friction plate and a restriction member that restricts a stroke of a predetermined amount or more toward the side of the piston close to the friction plate are not provided in the first piston, and the second It is a brake device for a transmission, characterized in that provided in the piston.
- the first piston that presses the friction plate and the second piston that moves the first piston to the side close to the friction plate are arranged in series in this order from the friction plate side in the stroke direction.
- a brake system control system for a machine wherein the first piston is fitted into the second piston so as to be movable together with the second piston and to be relatively movable with respect to the second piston, and the first piston is rubbed against the first piston.
- hydraulic control means for controlling the supply and discharge of hydraulic pressure to and from the second hydraulic chamber, and when the brake control device is in the released state, the hydraulic control means (1) the first hydraulic chamber and the second hydraulic chamber By not supplying hydraulic pressure to the second hydraulic chamber, the first piston and the second piston are both moved away from the friction plate by the biasing force of the biasing member, and each is positioned at the initial position, and the release is performed.
- FIG. 1 is a skeleton diagram of an automatic transmission according to a first embodiment of the present invention. It is a fastening table
- FIG. 2 is a cross-sectional view showing a structure of an LR brake (low reverse brake) of the automatic transmission.
- FIG. 5 is a schematic view showing a positional relationship among a first piston, a second piston, a driven plate, and a return spring of the LR brake when viewed in the axial direction A of FIG. 4.
- FIG. 5 is a sectional view similar to FIG. 4 showing the operation of the LR brake.
- FIG. 5 is a cross-sectional view similar to FIG.
- FIG. 4 showing another operation of the LR brake. It is a control system figure of the automatic transmission. 4 is a flowchart of ND control performed by a controller of the automatic transmission. 4 is a time chart of the ND control.
- FIG. 5 is a cross-sectional view similar to FIG. 4 showing the structure of an LR brake according to a second embodiment of the present invention.
- FIG. 7 is a cross-sectional view similar to FIG. 6 showing the operation of the LR brake.
- FIG. 8 is a sectional view similar to FIG. 7 showing another operation of the LR brake.
- the automatic transmission 1 is mounted on a horizontally mounted automobile such as a front engine front drive vehicle, for example, and includes a transmission mechanism 2 and a transmission case 3 that houses the transmission mechanism 2.
- the engine output rotation is input to the input shaft 4 of the speed change mechanism 2 via a torque converter (not shown).
- the output rotation of the speed change mechanism 2 is taken out from the output gear 5 and transmitted to the drive wheels via a differential device (not shown).
- the speed change mechanism 2 includes a first planetary gear set 10, a second planetary gear set 20, and a third planetary gear set 30. These constitute a power transmission path of the speed change mechanism 2 and are arranged coaxially on the axis of the input shaft 4 in the order described above from the engine side.
- the transmission mechanism 2 further includes a low clutch 40 and a high clutch 50, an LR brake (low reverse brake) 60, a 2-6 brake 70, and an R-3-5 brake 80.
- These are friction engagement elements that is, a clutch device and a brake device), and are arranged coaxially on the axis of the input shaft 4 in the order described above from the engine side.
- the first planetary gear set 10 and the second planetary gear set 20 are a single pinion type
- the third planetary gear set 30 is a double pinion type.
- Each planetary gear set 10, 20, 30 has sun gears 11, 21, 31, and pinions 12, 22, 32 (inner pinion in the case of the third planetary gear set 30) that mesh with the sun gears 11, 21, 31.
- the internal gears 14, 24, 34 that mesh with the carriers 13, 23, 33 that support the pinions 12, 22, 32 and the pinions 12, 22, 32 (the outer pinion in the third planetary gear set 30). And.
- the sun gear 11 of the first planetary gear set 10 and the sun gear 21 of the second planetary gear set 20 are connected, and further connected to the input shaft 4 via the low clutch 40 so as to be freely connected and disconnected.
- the internal gear 14 of the first planetary gear set 10 and the carrier 23 of the second planetary gear set 20 are connected to each other, and further connected to the input shaft 4 via the high clutch 50 so as to be freely connectable and disconnectable. Via the transmission case 3.
- the internal gear 24 of the second planetary gear set 20 and the internal gear 34 of the third planetary gear set 30 are connected to each other, and further connected to the transmission case 3 via a 2-6 brake 70 so as to be freely connected and disconnected.
- the carrier 33 of the third planetary gear set 30 is connected to the transmission case 3 via the R-3-5 brake 80 so as to be freely connected and disconnected, and the sun gear 31 of the third planetary gear set 30 is connected to the input shaft 4 so that the first planetary gear is set.
- the carrier 13 of the set 10 is connected to the output gear 5.
- the frictional engagement elements 40, 50, 60, 70, and 80 are selectively engaged as shown in the engagement table ( ⁇ indicates engagement) in FIG.
- the power transmission paths of the planetary gear sets 10, 20, and 30 are switched to achieve forward 1st to 6th speeds and reverse speeds.
- the low clutch 40 and the LR brake 60 are engaged at the first forward speed, which is one of the start gears.
- the rotation of the input shaft 4 is input to the sun gear 11 of the first planetary gear set 10.
- the input rotation is decelerated by the first planetary gear set 10 with a large reduction ratio, and then extracted from the carrier 13 of the first planetary gear set 10 to the output gear 5.
- the low clutch 40 and the 2-6 brake 70 are engaged.
- the rotation of the input shaft 4 is input to the sun gear 11 of the first planetary gear set 10 and the internal gear 14 of the first planetary gear set 10 via the carrier 23 of the second planetary gear set 20.
- the input rotation is decelerated at a reduction ratio smaller than the first speed, and then extracted from the carrier 13 of the first planetary gear set 10 to the output gear 5.
- the low clutch 40 and the R-3-5 brake 80 are engaged.
- the rotation of the input shaft 4 is performed between the sun gear 11 of the first planetary gear set 10, the internal gear 34 of the third planetary gear set 30 and the internal gear 14 of the first planetary gear set 10 via the carrier 23 of the second planetary gear set 20. Is input.
- the input rotation is decelerated at a reduction ratio smaller than the second speed, and then taken out from the carrier 13 of the first planetary gear set 10 to the output gear 5.
- the low clutch 40 and the high clutch 50 are engaged at the fourth forward speed.
- the rotation of the input shaft 4 is input to the sun gear 11 of the first planetary gear set 10 and the internal gear 14 of the first planetary gear set 10 via the carrier 23 of the second planetary gear set 20 (no deceleration).
- the input rotation causes the entire first planetary gear set 10 to rotate integrally with the input shaft 4, so that rotation with a reduction ratio of 1 is extracted from the carrier 13 of the first planetary gear set 10 to the output gear 5.
- the high clutch 50 and the R-3-5 brake 80 are engaged at the fifth forward speed.
- the input shaft 4 rotates through the internal gear 34 of the third planetary gear set 30 and the sun gear 11 of the first planetary gear set 10 via the sun gear 21 of the second planetary gear set 20 and the carrier 23 of the second planetary gear set 20.
- Input to the internal gear 14 of the first planetary gear set 10 (no deceleration).
- the input rotation is accelerated and then taken out from the carrier 13 of the first planetary gear set 10 to the output gear 5.
- the high clutch 50 and 2-6 brake 70 are engaged.
- the rotation of the input shaft 4 is caused by the sun gear 11 of the first planetary gear set 10 via the sun gear 21 of the second planetary gear set 20 and the internal gear 14 of the first planetary gear set 10 via the carrier 23 of the second planetary gear set 20. (No deceleration).
- the input rotation is increased at a speed increase ratio larger than the fifth speed, and then extracted from the carrier 13 of the first planetary gear set 10 to the output gear 5.
- LR brake 60 and R-3-5 brake 80 are engaged at reverse speed, which is one of the start gears.
- the rotation of the input shaft 4 is input to the sun gear 11 of the first planetary gear set 10 via the internal gear 34 of the third planetary gear set 30 and the sun gear 21 of the second planetary gear set 20.
- the input rotation is reversed in rotation direction by the second planetary gear set 20 and is decelerated at a large reduction ratio by the first planetary gear set 10, and then the rotation direction of the input shaft 4 from the carrier 13 of the first planetary gear set 10. Is taken out by the output gear 5 as rotation in the opposite direction.
- the hydraulic pressure discharged from the oil pump is adjusted to a predetermined line pressure (indicated by “PL” in the figure) by a regulator valve (not shown), It is always supplied to the hydraulic circuit 200 through a dedicated oil passage, and is supplied to the hydraulic circuit 200 via the manual valve 140 when the D range or R range is selected.
- the hydraulic circuit 200 includes a first linear solenoid valve (hereinafter, the solenoid valve is referred to as “SV”) 121, a second linear SV 122, an on / off SV 123, and a shift valve 130.
- the first linear SV 121 is for supplying hydraulic pressure to the hydraulic chamber of the low clutch 40.
- the second linear SV 122 is for supplying hydraulic pressure to an A chamber 61 (first hydraulic chamber) of the LR brake 60 described later.
- the on / off SV 123 is for switching the position of the spool of the shift valve 130.
- the shift valve 130 communicates or blocks the second linear SV 122 and the A chamber 61, and a predetermined line pressure supply oil passage 124 and a B chamber 62 (second hydraulic chamber) of the LR brake 60 described later. For communicating or blocking.
- the spool of the shift valve 130 is always urged to the left with respect to FIG. 3 by a return spring (not shown).
- An A chamber oil passage 63 is provided between the shift valve 130 and the A chamber 61, and a B chamber oil passage 64 is provided between the shift valve 130 and the B chamber 62.
- the on / off SV 123 is a normally open type. Therefore, the on / off SV 123 outputs hydraulic pressure in the non-energized state (off), and the spool of the shift valve 130 is positioned on the right side in FIG.
- the first and second linear SVs 121 and 122 are normally closed types. Therefore, the first and second linear SVs 121 and 122 do not supply hydraulic pressure to the corresponding frictional engagement elements, that is, the low clutch 40 and the LR brake 60 in the non-energized state (off).
- the right side is the engine side (anti-friction plate side)
- the left side is the anti-engine side (friction plate side)
- the horizontal direction is the axial direction, that is, the stroke direction
- the vertical direction is the radial direction.
- the LR brake 60 includes two hydraulic chambers (A chamber 61 and B chamber 62) and two pistons (first piston 65 and first piston 65) as main components. 2 pistons 66) and a plurality of friction plates (drive plate 69a and driven plate 69c).
- the first piston 65 and the second piston 66 are arranged coaxially on the axis of the input shaft 4 and are arranged in series in the above order in the stroke direction from the friction plates 69a and 69c.
- the first piston 65 has an annular shape when viewed in the axial direction A (see FIG. 5). As shown in FIG. 4, the outer peripheral portion swells toward the opposite engine side, the intermediate portion extends in the radial direction, and the inner peripheral portion. Is inclined to the engine side.
- the second piston 66 also has an annular shape when viewed in the axial direction A (see FIG. 5). As shown in FIG. 4, the outer peripheral end projects to the anti-engine side, the outer peripheral portion bulges to the engine side, Bulges to the anti-engine side, the inner peripheral portion is inclined to the engine side, and the inner peripheral end portion protrudes to the anti-engine side.
- the first piston 65 has a smaller outer diameter and a larger inner diameter than the second piston 66.
- the first piston 65 is fitted on the surface of the second piston 66 on the side opposite to the engine.
- the first outer peripheral seal member 67a and the first inner peripheral seal member 67b are mounted on the outer peripheral end portion and the inner peripheral end portion of the first piston 65, respectively.
- the first outer peripheral seal member 67 a is in contact with the outer peripheral portion of the second piston 66 and is slidable with respect to the second piston 66.
- the first inner peripheral seal member 67 b is in contact with the inner peripheral end of the second piston 66 and is slidable with respect to the second piston 66.
- the first outer peripheral seal member 67a and the first inner peripheral seal member 67b are oil-tightly attached to the first piston 65, respectively.
- the first outer peripheral seal member 67a and the first inner peripheral seal member 67b are provided between the first piston 65 and the second piston 66 in the A chamber 61 (more specifically, the A chamber working chamber 61a of the A chamber 61). (See FIG. 7).
- the first piston 65 is fitted into the second piston 66 so as to be movable together with the second piston 66 and relatively movable with respect to the second piston 66 by the first seal members 67a and 67b.
- the transmission case 3 is provided with a recess 3a that is open on the non-engine side.
- the concave portion 3a has an annular shape when viewed in the axial direction A, and a protruding portion (hereinafter referred to as “intermediate protruding portion”) 3b is formed at an intermediate portion in the radial direction.
- the second piston 66 is fitted in the recess 3a.
- the second outer peripheral seal member 68a, the second intermediate seal member 68b, and the second inner peripheral seal member 68c are mounted on the outer peripheral portion, the intermediate portion, and the inner peripheral portion of the second piston 66, respectively.
- the second outer peripheral seal member 68a is in contact with the outer peripheral wall of the recess 3a and is slidable with respect to the recess 3a.
- the second intermediate seal member 68b is in contact with the peripheral wall of the intermediate protrusion 3b and is slidable with respect to the recess 3a.
- the second inner peripheral seal member 68c is in contact with the inner peripheral wall of the recess 3a and is slidable with respect to the recess 3a.
- the second outer peripheral seal member 68a, the second intermediate seal member 68b, and the second inner peripheral seal member 68c are oil-tightly attached to the second piston 66, respectively.
- the second outer peripheral seal member 68a and the second intermediate seal member 68b are provided between the outer peripheral portion of the second piston 66 and the outer peripheral portion of the concave portion 3a.
- a working chamber 61b) is defined (see FIG. 6).
- the second intermediate seal member 68b and the second inner peripheral seal member 68c define a B chamber 62 between the inner peripheral portion of the second piston 66 and the inner peripheral portion of the recess 3a (see FIG. 4).
- the second piston 66 is movably fitted into the recess 3a by the second seal members 68a, 68b, 68c.
- the A chamber oil passage 63 led from the shift valve 130 opens through the wall of the transmission case 3 to the bottom wall on the engine side of the outer peripheral portion of the recess 3 a.
- the B chamber oil passage 64 led from the shift valve 130 passes through the wall of the transmission case 3 and opens to the bottom wall on the engine side of the inner peripheral portion of the recess 3a.
- the A chamber oil passage 63 opens in the radial direction between the second outer peripheral seal member 68a and the second intermediate seal member 68b, that is, into the A chamber non-operating chamber 61b, and the B chamber oil passage 64 extends in the radial direction.
- the second intermediate seal member 68b and the second inner peripheral seal member 68c are open to the B chamber 62.
- a communication hole 66a for communicating the A chamber working chamber 61a and the A chamber non-working chamber 61b is provided in the outer peripheral portion of the second piston 66.
- the hydraulic pressure supplied to the A chamber non-operating chamber 61b through the A chamber oil passage 63 is supplied to the A chamber operating chamber 61a through the communication hole 66a.
- the first piston 65 receives the hydraulic pressure supplied to the A-chamber working chamber 61a and strokes on the side opposite to the engine, that is, the side close to the friction plates 69a and 69c (see FIG. 7).
- the A chamber 61 is a hydraulic chamber to which hydraulic pressure is supplied to stroke the first piston 65 toward the side close to the friction plates 69a and 69c, and the first piston 65 presses the friction plates 69a and 69c. It is a piston for.
- the second piston 66 receives the hydraulic pressure supplied to the B chamber 62 via the B chamber oil passage 64 and strokes to the opposite engine side, that is, the side close to the friction plates 69a and 69c (see FIG. 6). That is, the B chamber 62 is a hydraulic chamber to which a hydraulic pressure is supplied to stroke the second piston 66 toward the side close to the friction plates 69a and 69c. The second piston 66 causes the first piston 65 to move to the friction plate 69a. , 69c is a piston for moving it to the side close to it.
- the A chamber air vent passage 3 c facing the uppermost portion of the A chamber 61 and the B chamber air vent passage 3 d facing the uppermost portion of the B chamber 62 are respectively formed in the transmission case 3.
- a rubber ball 162 and an air vent plug 163 for the A chamber are inserted into the air vent passage 3c for the A chamber.
- the rubber ball 162 abuts the tapered surface of the A chamber air vent passage 3c to close the A chamber 61.
- the rubber ball 162 allows the air mixed in the A chamber 61 to pass away from the tapered surface. The passed air is discharged to the outside of the transmission case 3 through a gap between the A chamber air vent plug 163 and the A chamber air vent passage 3c.
- B room air vent plug 164 is inserted into B room air vent passage 3d.
- the air mixed into the B chamber 62 is discharged to the outside of the transmission case 3 through the gap between the B chamber air vent plug 164 and the B chamber air vent passage 3d. Is done.
- the drive plate 69a is spline-engaged with the outer peripheral surface of the internal gear 14 (see FIG. 1) of the first planetary gear set 10. Facing 69b is stuck on both sides of drive plate 69a.
- the driven plate 69 c is spline-engaged with the inner surface spline portion 3 e of the transmission case 3.
- a retaining plate 69d is further spline-engaged with the inner surface spline portion 3e.
- the retaining plate 69d is restricted from moving toward the non-engine side by a snap ring 69e.
- the LR brake 60 is a multi-plate brake, and a plurality of drive plates 69a and a plurality of driven plates 69c are alternately arranged.
- the friction plates 69a and 69c are disposed between the retaining plate 69d and an outer peripheral portion (hereinafter, sometimes referred to as a “pressing portion”) of the first piston 65 that swells on the opposite side of the engine. It is placed between them.
- the friction plates 69a and 69c are restricted from moving toward the non-engine side by a retaining plate 69d.
- a return spring (biasing member) 161 is interposed between the retaining plate 69d and the outer peripheral end of the second piston 66. As shown in FIG. 5, a plurality of return springs 161 are provided, and are arranged at equal intervals in the circumferential direction of the second piston 66. The return spring 161 does not act on the first piston 65, but acts only on the second piston 66, thereby connecting the second piston 66 and the first piston 65 fitted in the second piston 66 to the friction plates 69a, 69c. It urges to the side away from.
- the inner surface spline portion 3e is provided with a stopper member (regulating member) 160 formed of a snap ring in the vicinity of the outer peripheral end portion of the second piston 66.
- the second piston 66 has a portion extending in the radial direction between an outer peripheral end projecting on the anti-engine side and an outer peripheral portion bulging on the engine side abuts on the stopper member 160, so that A stroke greater than or equal to a predetermined amount (a stroke amount W described later) toward the side close to the plates 69a and 69c is restricted (see FIG. 6).
- the second piston 66 is stopped by the intermediate portion bulging toward the non-engine side coming into contact with the intermediate protrusion 3b of the recess 3a.
- the first piston 65 is stopped by the intermediate portion extending in the radial direction coming into contact with the intermediate portion of the second piston 66. That is, the position of the first piston 65 and the position of the second piston 66 in this released state are the initial position of the first piston 65 and the initial position of the second piston 66, respectively.
- the initial position of the second piston 66 is structurally constant, but the first piston 65 The initial position of is not constant. However, here, the initial position of the first piston 65 is structurally farthest from the friction plates 69a and 69c (the intermediate portion of the first piston 65 is in contact with the intermediate portion of the second piston 66). Case).
- the second piston 66 is stroked while contracting the return spring 161, that is, against the urging force of the return spring 161.
- the second piston 66 stops at the portion extending in the radial direction between the outer peripheral end protruding to the opposite engine side and the outer peripheral portion bulging to the engine side abuts against the stopper member 160.
- the first piston 65 stops while maintaining the state in which the intermediate portion extending in the radial direction is in contact with the intermediate portion of the second piston 66. That is, the position of the first piston 65 and the position of the second piston 66 when the stroke of the second piston 66 ends are the standby position of the first piston 65 and the standby position of the second piston 66, respectively. These standby positions are positions defined by the stopper member 160.
- the standby position of the second piston 66 is structurally constant.
- the standby position of the piston 65 is not constant. However, here, the case where the intermediate portion of the first piston 65 is in contact with the intermediate portion of the second piston 66 will be described.
- the first piston 65 presses the friction plates 69a and 69c at the pressing portion, completes the pressing of the friction plates 69a and 69c, that is, stops the rotation of the drive plate 69a and stops moving. That is, the position of the first piston 65 when the stroke of the first piston 65 is the pressing completion position of the first piston 65.
- the drive plate 69a, the facing 69b, the driven plate 69c, the retaining plate 69d, the snap ring 69e and the like are elastically deformed by the pressing force of the first piston 65 (particularly the thickness of the facing 69b is reduced). As a result, the LR brake 60 is engaged.
- the first piston 65 is pushed back by the elastic restoring force to release the pressing of the friction plates 69a and 69c and stops.
- the position of the first piston 65 at this time is the position where the clearance is the smallest among the clearances of the friction plates 69a and 69c where power is not transmitted (that is, the position where the clearance is zero). That is, the position of the first piston 65 at this time is the zero clearance position of the first piston 65.
- This zero clearance position is a position determined by the structural state (for example, thickness and other dimensions) of the friction plate (including drive plate 69a, facing 69b, driven plate 69c, retaining plate 69d, snap ring 69e, etc.) Moreover, it reflects the current structural situation (thickness reduction due to wear, etc.).
- the thickness decrease due to wear is small, so the distance that the first piston 65 is pushed back becomes long, the zero clearance position is displaced to the engine side, and the friction plates 69a and 69c If it is old, the thickness is reduced due to wear, etc., so that the distance to which the first piston 65 is pushed back is shortened, and the zero clearance position is displaced to the non-engine side.
- the standby position of the first piston 65 before the LR brake 60 is engaged and the zero clearance position after the engagement are not always the same. That is, each time the LR brake 60 is engaged, the zero clearance position is updated according to the current structural state of the friction plate, and the relative position of the first piston 65 with respect to the second piston 66 varies depending on the zero clearance position. . Therefore, in many cases, the standby position of the first piston 65 before the LR brake 60 is engaged and the zero clearance position after the engagement do not match.
- the initial position of the first piston 65 before fastening the LR brake 60 and the initial position of the first piston 65 after fastening are not always the same. That is, each time the LR brake 60 is engaged, the zero clearance position is updated according to the current structural state of the friction plate, and the relative position of the first piston 65 with respect to the second piston 66 varies depending on the zero clearance position. . For this reason, the initial position of the first piston 65 before engagement of the LR brake 60 and the initial position of the first piston 65 after engagement are often not the same.
- a control controller 100 controls the supply and discharge of hydraulic pressure to the hydraulic chamber of the low clutch 40 and the supply and discharge of hydraulic pressure to the A chamber 61 and the B chamber 62 of the LR brake 60.
- the control controller 100 is a microprocessor including a CPU, a ROM, a RAM, and the like, and corresponds to the hydraulic control means of the present invention. Specifically, the controller 100 detects a signal from the range sensor 101 that detects the selected range, a signal from the brake fluid pressure sensor 102 that detects a brake fluid pressure that reflects the amount of depression of the brake pedal, and an input shaft.
- control signals are supplied to the first linear SV 121, the second linear SV 122, and the on / off SV 123 provided in the hydraulic circuit 200. Is output, and ND control is performed.
- the ND control the low clutch 40 and the LR brake 60 are engaged and the low clutch 40 and the LR brake 60 are engaged, and then the vehicle starts. This is control for shifting to a state in which the first forward speed, which is the shift speed, is achieved.
- the N range is selected until the ND control starts (until time t1).
- the energization amount of the first linear SV 121 is zero
- the low clutch pressure (the hydraulic pressure in the hydraulic chamber of the low clutch 40)
- the low clutch 40 is released.
- the on / off SV 123 is turned off, and the spool of the shift valve 130 is located on the right side with respect to FIG. Therefore, the A chamber hydraulic pressure (the hydraulic pressure of the A chamber 61) and the B chamber hydraulic pressure (the hydraulic pressure of the B chamber 62) of the LR brake 60 are drained, and the LR brake 60 is released.
- the energization amount of the second linear SV 122 is set to zero.
- the controller 100 determines that the switching from the N range to the D range has been made based on a signal from the range sensor 101, the controller 100 starts ND control (time t1).
- the controller 100 increases the energization amount of the first linear SV 121 from zero to the maximum value (Max) in step S1.
- the low clutch pressure increases to the line pressure (PL), and the low clutch 40 is engaged.
- the controller 100 switches the on / off SV 123 from off to on in step S1.
- the spool of the shift valve 130 is located on the left side with respect to FIG. 3, the B chamber 62 of the LR brake 60 and the line pressure supply oil passage 124 are communicated, and the B chamber hydraulic pressure increases to the line pressure (PL). To do.
- the first piston 65 and the second piston 66 stroke to the standby position, and the clearance becomes zero (time t2). At this time, the turbine rotational speed slightly decreases to N1.
- step S2 when the controller 100 determines in step S2 that the brake fluid pressure has become less than a predetermined pressure (a driver has requested a start) based on a signal from the brake fluid pressure sensor 102, the second linear SV 122 is energized. The amount is gradually increased from zero (time t3). As a result, the hydraulic pressure is supplied to the A chamber 61 of the LR brake 60, and the A chamber hydraulic pressure gradually increases. As a result, the first piston 65 strokes to the pressing completion position, and the turbine rotational speed further decreases.
- a predetermined pressure a driver has requested a start
- step S3 the controller 100 determines that the turbine rotational speed has reached the target value N2 based on the signal from the turbine rotational speed sensor 103 (the pressing of the friction plates 69a and 69c has been completed, that is, the rotation of the drive plate 69a has been completed). If it is determined that it has stopped, the energization amount of the second linear SV 122 is increased to the maximum value (Max) (time t4). As a result, the A chamber oil pressure increases to the line pressure (PL), and the LR brake 60 is engaged. Thus, the first forward speed in which the low clutch 40 and the LR brake 60 are engaged is achieved.
- a one-way clutch was used to achieve the first forward speed.
- the one-way clutch is used, there is an advantage that the one-way clutch is naturally locked only by engaging the low clutch, and a first-speed power transmission path is formed. For this reason, it is possible to satisfactorily suppress a shift shock or the like caused by a shift in the engagement timing of the friction engagement element.
- the one-way clutch not only increases the cost, weight, and size of the automatic transmission, but also has a problem that drag resistance occurs and the fuel consumption decreases because most of the running time is idle.
- the one-way clutch is abolished and the low clutch 40 and the LR brake 60 are engaged at the first forward speed.
- the low clutch 40 affected by the centrifugal hydraulic pressure is fastened first.
- the LR brake 60 that is not affected by the centrifugal hydraulic pressure is later engaged. In this way, since the LR brake 60 is not affected by the centrifugal hydraulic pressure, the LR brake 60 to be fastened later can be fastened with high accuracy at an appropriate timing.
- the LR brake 60 has a two-stage piston structure and a two-stage stroke structure, and the first piston 65 is put on standby at a stage (time t1) when the LR brake 60 may be engaged.
- the first piston 65 is pressed from the standby position to the position where the first piston 65 is pressed from the standby position when the clearance between the friction plates 69a and 69c is narrowed and the LR brake 60 needs to be engaged (time t3). Therefore, the LR brake 60 can be fastened with high responsiveness, the LR brake 60 can be fastened with accuracy and at appropriate timing, and the fastening timing of the LR brake 60 is shifted. The resulting shift shock and the like can be suppressed even better.
- the LR brake 60 of the automatic transmission 1 includes the first piston 65 that presses the friction plates 69a and 69c, and the first piston 65 as the friction plates 69a and 69c.
- the second piston 66 to be moved to the side close to is disposed in series in this order in the stroke direction from the friction plates 69a, 69c side, and has the following characteristic configuration.
- the first piston 65 is fitted in the second piston 66 so as to be movable together with the second piston 66 and relatively movable with respect to the second piston 66.
- the A chamber 61 is supplied with hydraulic pressure for moving the first piston 65 toward the side close to the friction plates 69a and 69c, and the hydraulic pressure for moving the second piston 66 toward the side close to the friction plates 69a and 69c. Only the B chamber 62 to be supplied, the return spring 161 that acts only on the second piston 66 and biases the first piston 65 and the second piston 66 away from the friction plates 69a and 69c, and the second piston 66 only. There is provided a stopper member 160 that acts on the second piston 66 to regulate a stroke of a predetermined amount W or more toward the side close to the friction plates 69a, 69c.
- the first piston 65 from which the hydraulic pressure has been discharged is an elastic restoring force of a friction plate (including drive plate 69a, facing 69b, driven plate 69c, retaining plate 69d, snap ring 69e, etc.). And is positioned at a zero clearance position where the friction plates 69a and 69c are released.
- the zero clearance position is a position where the clearance between the friction plates 69a and 69c is zero, and is a position immediately before the LR brake 60 is engaged.
- the relative position of the first piston 65 with respect to the second piston 66 changes according to the zero clearance position, and the zero clearance position is updated each time the LR brake 60 is engaged. . Therefore, even if the clearance between the friction plates 69a and 69c is large due to individual differences of the LR brake 60, or due to aging, the friction plates (drive plate 69a, facing 69b, driven plate 69c, retaining plate 69d, snap ring 69e, etc.) Since the zero clearance position is updated even when the clearance becomes large, the standby position of the first piston 65 with respect to the second piston 66 is changed. The length from the standby position to the pressing completion position does not increase.
- the second piston 66 is movably fitted in a recess 3 a provided in the transmission case 3.
- First seal members 67 a and 67 b slidable with respect to the second piston 66 are oil-tightly attached to the first piston 65.
- Second seal members 68a, 68b, 68c slidable with respect to the recess 3a are oil-tightly attached to the second piston 66.
- the first seal members 67a and 67b that are oil-tightly attached to the first piston 65 are slidable with respect to the second piston 66. Therefore, in (iii) and (iv), The relative movement of the first piston 65 with respect to the piston 66 is performed smoothly.
- the second seal members 68a, 68b, 68c that are oil-tightly attached to the second piston 66 are slidable with respect to the recess 3a provided in the transmission case 3, (ii) and (v ), The relative movement of the second piston 66 with respect to the recess 3a is performed smoothly.
- the LR brake 60 having the above-described configuration is provided as a friction engagement element that is engaged at the start speed.
- the second piston 66 only needs to be stroked until it comes into contact with the stopper member 160, so that the setting of the B chamber oil pressure for causing the second piston 66 to stroke is facilitated. That is, a sufficiently high hydraulic pressure may be supplied to the B chamber 62 without accurately considering the urging force of the return spring 161. As a result, it is not affected by individual differences of the return spring 161.
- reference numeral 203 is a transmission case
- 203a is a recess
- 203b is an inner peripheral surface of the recess
- 203e is an inner spline portion
- 259 is a return spring (biasing member)
- 260 is a stopper member (regulating member).
- 261 is the A chamber (first hydraulic chamber)
- 262 is the B chamber (second hydraulic chamber)
- 263 is the oil passage for the A chamber
- 263a is the opening of the oil passage for the A chamber
- 264 is the oil passage for the B chamber
- 265 Is the first piston
- 266 is the second piston
- 266a is the communication hole
- 266b is the outer peripheral surface of the second piston
- 266c is the spring receiving portion
- 269a is the drive plate (friction plate)
- 269b is the facing
- 269c is the driven plate (friction)
- 269d is a retaining plate
- 269e is a snap ring
- 269f is a spring receiving member
- 681 and 682 are second outer peripheral O-rings (second plate).
- 683 is a second inner peripheral seal member (second seal member)
- 684 is a first outer peripheral seal member (first seal member)
- 685 is a first inner peripheral seal member (first seal member).
- FIG. 11 shows the first piston 265 and the second piston 266 in the initial position, similar to FIG. 4, and FIG. 12 shows the first piston 265 and the second piston 266 similar to FIG.
- FIG. 13 shows a case where the first piston 265 is in the pressing completion position and the second piston 266 is in the standby position, similar to FIG. 7.
- the first piston 265 that presses the friction plates 269a and 269c and the first piston 265 are pressed.
- the second piston 266 that moves the friction plate 269a, 269c to the side close to the friction plates 269a, 269c is arranged in series in this order from the friction plates 269a, 269c side in the stroke direction.
- the first piston 265 is fitted into the second piston 266 so as to be movable together with the second piston 266 and relative to the second piston 266.
- the second piston 266 is movably fitted in a recess 203 a provided in the transmission case 203.
- a first outer peripheral seal member 684 and a first inner peripheral seal member 685 that are slidable relative to the second piston 266 are oil-tightly attached to the first piston 265.
- a pair of second outer peripheral O-rings 681 and 682 and a second inner peripheral seal member 683 are oil-tightly attached to the second piston 266 in a stroke direction slidable with respect to the recess 203a of the transmission case 203.
- the pair of O-rings 681 and 682 are disposed on the outer peripheral surface 266b of the second piston 266.
- the A chamber 261 is supplied with hydraulic pressure to stroke the first piston 265 toward the side close to the friction plates 269a and 269c, and the hydraulic pressure to stroke the second piston 266 toward the side close to the friction plates 269a and 269c. Only the B chamber 262 to be supplied, the return spring 259 that acts only on the second piston 266 and biases the first piston 265 and the second piston 266 away from the friction plates 269a and 269c, and only the second piston 266.
- a stopper member 260 is provided which acts on the second piston 266 to restrict a stroke of a predetermined amount or more toward the side close to the friction plates 269a and 269c.
- the return spring 259 is interposed between a spring receiving member 269f attached to the retaining plate 269d and a spring receiving portion 266c formed at the outer peripheral end of the second piston 266.
- the stopper member 260 is a snap ring assembled to the inner surface spline portion 203e.
- the A chamber 261 is defined between the first piston 265 and the second piston 266 by being defined by the first outer peripheral seal member 684 and the first inner peripheral seal member 685.
- the B chamber 262 is defined by the second outer peripheral O-ring 682 and the second inner peripheral seal member 683 on the anti-friction plates 269a and 269c (engine side) of the pair of O-rings 681 and 682, thereby It is formed between the piston 266 and the recess 203a.
- An A chamber oil passage 263 for supplying and discharging hydraulic pressure to and from the A chamber 261 opens in the inner peripheral surface 203b of the recess 203a.
- a B chamber oil passage 264 for supplying and discharging hydraulic pressure to and from the B chamber 262 opens at the bottom surface of the recess 203a.
- a communication hole 266a for communicating the A chamber 261 and the A chamber oil passage 263 is provided in the outer peripheral surface 266b of the second piston 266.
- the outer peripheral surface 266b of the second piston 266 faces the inner peripheral surface 203b of the concave portion 203a.
- the pair of O-rings 681 and 682 are arranged so as to sandwich the communication hole 266a in the stroke direction. Further, the pair of O-rings 681 and 682 includes an O-ring 681 on the friction plates 269a and 269c (anti-engine side) from the opening 263a of the A passage oil passage 263 opened on the inner peripheral surface 203b of the recess 203a. At all times (that is, all the time when the second piston 266 is in the initial position shown in FIG. 11 and in the standby position shown in FIGS. 12 and 13), it is on the friction plate 269a, 269c side and the anti-friction plate 269a. , 269c side O-ring 682 is always disposed on the anti-friction plate 269a, 269c side.
- the inner diameter of the inner peripheral surface 203b of the recess 203a is set to be the same between the friction plates 269a and 269c and the anti-friction plates 269a and 269c with the opening 263a of the chamber A oil passage 263 interposed therebetween. That is, within the stroke range of the second piston 266, the inner peripheral surface 203b of the recess 203a with which the pair of O-rings 681 and 682 contact is formed in parallel to the stroke direction.
- the outer diameter of the outer peripheral surface 266b of the second piston 266 is set to be the same between the friction plates 269a and 269c and the anti-friction plates 269a and 269c with the communication hole 266a of the second piston 266 interposed therebetween. That is, the outer peripheral surface 266b of the second piston 266 is formed in parallel to the stroke direction within the range where the pair of O-rings 681, 682 are disposed.
- the A chamber 261 for stroking the first piston 265 fitted in the second piston 266 is formed between the first piston 265 and the second piston 266, and the A chamber 261 is formed.
- a chamber oil passage 263 for supplying and discharging hydraulic pressure is open to the inner peripheral surface 203b of the recess 203a of the transmission case 203 in which the second piston 266 is fitted.
- the outer peripheral surface 266b of the second piston 266 faces the inner peripheral surface 203b of the recess 203a, and a communication hole 266a that communicates the A chamber 261 and the A chamber oil passage 263 with the outer peripheral surface 266b of the second piston 266. Is provided.
- the inner peripheral surface 203b has an inner diameter between a portion closer to the friction plates 269a and 269c and a portion closer to the anti-friction plates 269a and 269c than the opening 263a of the oil passage 263 for the A chamber.
- the outer peripheral surface 266b is separated by a portion closer to the friction plates 269a and 269c than the communication hole 266a and a portion closer to the anti-friction plates 269a and 269c.
- the diameter is set to be the same.
- the inner peripheral surface 203b of the recessed portion 203a and the outer peripheral surface 266b of the second piston 266 are more specifically formed around the opening 263a of the A chamber oil passage 263 and the communication hole 266a.
- the pair of O-rings 681, 682 are arranged in the stroke direction, they are parallel to each other in the stroke direction.
- the pair of O-rings 681 and 682 are defined between the inner peripheral surface 203b of the recess 203a and the outer peripheral surface 266b of the second piston 266, and the communication hole 266a and the A chamber oil passage 263 are always formed.
- the volume thereof does not change during the stroke of the second piston 266, as is apparent from comparison of FIGS. That is, when the second piston 266 is stroked by the stroke amount W from the initial position shown in FIG. 11 to the standby position shown in FIG. 12, the inner peripheral surface 203b of the recess 203a and the outer peripheral surface 266b of the second piston 266 are in the stroke direction.
- first piston 265 and the second piston 265 are prevented from moving with respect to the second piston 265, so that the first piston 265 and the second piston 265 are securely held in the state where the previously recorded zero clearance position is maintained.
- the special effect that the piston 265 moves to the standby position is exhibited.
- the low clutch 40 is not provided with a balance chamber for canceling the centrifugal hydraulic pressure in addition to the normal hydraulic chamber, but may be provided depending on the situation.
- the second linear SV 122 may increase the energization amount from zero to the maximum value (Max) from the beginning.
- the LR brake 60 may be fastened first, and the low clutch 40 may be fastened later.
- the speed is achieved that is, from the state where the LR brake 60 and the R-3-5 brake 80 are released and the power transmission path of the speed change mechanism 30 is cut off.
- Control may be performed to shift to a state in which the reverse speed, which is the starting speed, is achieved by engaging the -3-5 brake 80.
- the low clutch 40 and the LR brake 60 are engaged from the state where the 2-1 shift control while the vehicle is running, that is, the low clutch 40 and the 2-6 brake 70 are engaged and the second forward speed is achieved. Then, control may be performed to shift to a state in which the first forward speed is achieved.
- the brake device according to the present invention may be applied to other brake devices other than the LR brake 60, for example, the 2-6 brake 70 and the R-3-5 brake 80.
- the first piston that presses the friction plate and the second piston that moves the first piston to the side close to the friction plate are arranged in series in this order from the friction plate side in the stroke direction.
- the first piston is fitted into the second piston so that the first piston can move together with the second piston and can move relative to the second piston, and the first piston is brought close to the friction plate.
- a first hydraulic chamber to which hydraulic pressure is supplied to make a stroke toward the side to be moved, and a second hydraulic chamber to be supplied with hydraulic pressure to stroke the second piston to the side close to the friction plate, are provided.
- An urging member that urges away from the friction plate and a restriction member that restricts a stroke of a predetermined amount or more toward the side of the piston close to the friction plate are not provided in the first piston, and the second It is a brake device for a transmission, characterized in that provided in the piston.
- the first piston that presses the friction plate is fitted into the second piston that moves the first piston to the side close to the friction plate, is movable together with the second piston, and is relative to the second piston. It is movable. Further, the biasing member that biases the first piston and the second piston toward the side away from the friction plate acts only on the second piston. In addition, a regulating member is provided that regulates a stroke of a predetermined amount or more toward the side of the second piston close to the friction plate.
- the brake device operates as follows, for example.
- the brake device when the brake device is in the released state, (1) since the hydraulic pressure is not supplied to the first hydraulic chamber and the second hydraulic chamber, both the first piston and the second piston are urged by the urging force of the urging member. It is moved to the side away from the friction plate and is located at the initial position.
- the brake device in the released state is engaged, first, (2) the hydraulic pressure is supplied to the second hydraulic chamber, whereby the first piston and the second piston are both stroked toward the side close to the friction plate.
- the first piston from which the hydraulic pressure has been discharged is positioned back to the zero clearance position where the friction plate is released by being pushed back by the elastic restoring force of the friction plate. That is, this zero clearance position is a position where the clearance of the friction plate is zero, and is a position immediately before the brake device is fastened. Since the urging member acts only on the second piston, in (5), when the first piston and the second piston return to their initial positions by the urging force of the urging member, the first piston with respect to the second piston. The relative position of is maintained. That is, the zero clearance position is not reset when the brake device is released and remains recorded.
- the relative position of the first piston with respect to the second piston changes according to the zero clearance position, and the zero clearance position is updated every time the brake device is engaged. Therefore, even if the clearance of the friction plate is large due to individual differences of the brake device, or when the friction plate is worn due to aging and the clearance becomes large, the zero clearance position is updated.
- the standby position of the first piston changes, so that the length from the standby position of the first piston to the pressing completion position does not increase. As a result, the time required for the first piston to complete the pressing of the friction plate is not lengthened, the fastening response of the brake device is not lowered, and the brake device of the transmission is not lowered in accuracy of the fastening timing of the brake device. Provided.
- the second piston is movably fitted in a recess provided in a transmission case, and a first seal member slidable with respect to the second piston is oil-tightly attached to the first piston. It is preferable that a second seal member that is mounted and slidable with respect to the recess is oil-tightly mounted on the second piston.
- the first seal member oil-tightly attached to the first piston is slidable with respect to the second piston. Therefore, in (3) and (4), the first piston with respect to the second piston Relative movement is smoothly performed. Similarly, since the second seal member oil-tightly attached to the second piston is slidable with respect to the recess provided in the transmission case, the second piston with respect to the recess in (2) and (5). Relative movement is smoothly performed.
- the first hydraulic chamber is formed between the first piston and the second piston, and an oil passage for supplying and discharging hydraulic pressure to and from the first hydraulic chamber is an inner peripheral surface of the recess.
- a communication hole that communicates the first hydraulic chamber and the oil passage is provided on the outer peripheral surface of the second piston facing the inner peripheral surface of the recess, and the friction plate sandwiches the opening of the oil passage.
- the inner diameter of the inner peripheral surface of the recess is set to be the same on the side and the anti-friction plate side, and the outer diameter of the outer peripheral surface of the second piston is the same on the friction plate side and the anti-friction plate side across the communication hole It is preferable that it is set to.
- the 1st hydraulic chamber for making the 1st piston fitted by the 2nd piston stroke is formed between the 1st piston and the 2nd piston, and it is hydraulic with respect to the said 1st hydraulic chamber.
- An oil passage for supplying and discharging the air is opened on the inner peripheral surface of the recess of the transmission case in which the second piston is fitted.
- the outer peripheral surface of the second piston is opposed to the inner peripheral surface of the recess, and a communication hole is provided in the outer peripheral surface of the second piston to communicate the first hydraulic chamber and the oil passage. .
- the inner diameter of the inner peripheral surface is set to be the same between the friction plate side portion and the anti-friction plate side portion with respect to the opening of the oil passage.
- the outer diameter of the outer peripheral surface is set to be the same between the portion closer to the friction plate than the communication hole and the portion closer to the anti-friction plate. That is, the inner peripheral surface of the recess and the outer peripheral surface of the second piston are parallel to each other in the stroke direction around the opening of the oil passage and the communication hole.
- the brake device is preferably a brake device that is fastened at the start gear.
- the shift shock generated is greater when the engagement timing of the brake device is shifted during the shift to the start gear.
- the fastening response is not lowered, and the precision of the fastening timing is not lowered. Therefore, according to this configuration, it is possible to effectively suppress the occurrence of a large shift shock even when shifting to the start gear.
- the first piston that presses the friction plate and the second piston that moves the first piston to the side close to the friction plate are arranged in series in this order from the friction plate side in the stroke direction.
- a brake system control system for a machine wherein the first piston is fitted into the second piston so as to be movable together with the second piston and to be relatively movable with respect to the second piston, and the first piston is rubbed against the first piston.
- hydraulic control means for controlling supply and discharge of hydraulic pressure to and from the second hydraulic chamber.
- the first piston and the second piston are moved by moving to a side away from the plate and positioned at a zero clearance position where the friction plate is released, and (5) discharging the hydraulic pressure in the second hydraulic chamber.
- the first piston and the second piston are both moved away from the friction plate by the urging force of the urging member while maintaining the relative position with the piston, and each is positioned at the initial position. It is the control system of the brake device of the characteristic transmission.
- a control system for a brake device of a transmission is provided in which the engagement response of the brake device does not decrease and the accuracy of the engagement timing of the brake device does not decrease even when the brake device becomes large.
Abstract
Description
(1)全体構成
本実施形態において、本発明は、図1に示す自動変速機1に適用されている。この自動変速機1は、例えばフロントエンジンフロントドライブ車等のエンジン横置き式自動車に搭載されており、変速機構2と、変速機構2を収容する変速機ケース3とを有している。変速機構2の入力軸4に、図外のトルクコンバータを介して、エンジンの出力回転が入力される。変速機構2の出力回転は、出力ギヤ5から取り出され、図外の差動装置を介して、駆動輪に伝達される。
次に、本実施形態の特徴部分であるL-Rブレーキ60の構造を図4~図7に基き説明する。図4、図6及び図7に関して右側がエンジン側(反摩擦板側)、左側が反エンジン側(摩擦板側)、横方向が軸方向すなわちストローク方向、縦方向が径方向である。
次に、L-Rブレーキ60の動作を説明する。
L-Rブレーキ60は、解放状態にあっては、A室61及びB室62に油圧が供給されない。これにより、図4に示すように、リターンスプリング161の付勢力で第1ピストン65及び第2ピストン66が共に摩擦板69a,69cから離間する側に移動される。
解放状態のL-Rブレーキ60が締結されるときは、まず、第1ピストン65及び第2ピストン66がそれぞれ初期位置に位置した状態で、B室62に油圧が供給される。これにより、図6に示すように、B室62に供給された油圧により、第2ピストン66と、2ピストン66に嵌入された第1ピストン65とが、共に摩擦板69a,69cに近接する側にストロークされる。
次いで、第1ピストン65及び第2ピストン66がそれぞれ待機位置に位置した状態で、A室61に油圧が供給される。これにより、図7に示すように、A室61に供給された油圧により、第1ピストン65のみが摩擦板69a,69cに近接する側にストロークされる。
締結状態のL-Rブレーキ60が解放されるときは、まず、第1ピストン65が押圧完了位置に位置し、第2ピストン66が待機位置に位置した状態で、A室61の油圧が排出される。これにより、第1ピストン65の押圧力が除去されるから、図6に示すように、それまで押圧されていた摩擦板(ドライブプレート69a、フェーシング69b、ドリブンプレート69c、リテーニングプレート69d及びスナップリング69e等を含めていう)の弾性復元力により、第1ピストン65のみが摩擦板69a,69cから離間する側に移動される。
次いで、第1ピストン65がゼロクリアランス位置に位置し、第2ピストン66が待機位置に位置した状態で、B室62の油圧が排出される。これにより、図4に示すように、リターンスプリング161の付勢力で第1ピストン65及び第2ピストン66が共に摩擦板69a,69cから離間する側に移動され、それぞれ初期位置に位置する。これにより、L-Rブレーキ60は解放状態となる。
本実施形態に係る自動変速機1においては、図8に示すように、制御コントローラ100が備えられている。この制御コントローラ100は、ロークラッチ40の油圧室に対する油圧の供給及び排出と、L-Rブレーキ60のA室61及びB室62に対する油圧の供給及び排出とを制御する。制御コントローラ100は、周知の通り、CPU、ROM、RAM等から構成されるマイクロプロセッサであり、本発明の油圧制御手段に相当する。具体的に、制御コントローラ100は、選択されたレンジを検出するレンジセンサ101からの信号と、ブレーキペダルの踏込量を反映するブレーキ液圧を検出するブレーキ液圧センサ102からの信号と、入力軸4の回転数を検出するタービン回転数センサ103からの信号とを入力し、これらの信号に基き、前記油圧回路200に備えられた第1リニアSV121、第2リニアSV122、及びオンオフSV123に制御信号を出力し、これによりN-D制御を行う。N-D制御とは、ロークラッチ40とL-Rブレーキ60とが解放されて変速機構30の動力伝達経路が遮断された状態から、ロークラッチ40とL-Rブレーキ60とが締結されて発進変速段である前進1速が達成された状態へ移行する制御である。
以上のように、本実施形態に係る自動変速機1のL-Rブレーキ60は、摩擦板69a,69cを押圧する第1ピストン65と、第1ピストン65を摩擦板69a,69cに近接する側に移動させる第2ピストン66とが、摩擦板69a,69c側からストローク方向にこの順に直列に配置されたものであって、次のような特徴的構成を具備している。
次に、本発明の第2の実施形態を説明する。ただし、第2の実施形態の特徴部分だけを説明し、第1の実施形態と同じ又は類似する部分は説明を省略する。
前記実施形態では、ロークラッチ40に、通常の油圧室の他に、遠心油圧を相殺するためのバランス室を設けなかったが、状況に応じて設けてもよい。
以上説明した本発明をまとめると以下の通りである。
Claims (5)
- 摩擦板を押圧する第1ピストンと、第1ピストンを摩擦板に近接する側に移動させる第2ピストンとが、摩擦板側からストローク方向にこの順に直列に配置された変速機のブレーキ装置であって、
前記第1ピストンは、前記第2ピストンと共に移動可能且つ前記第2ピストンに対して相対移動可能に前記第2ピストンに嵌入され、
前記第1ピストンを摩擦板に近接する側にストロークさせるための油圧が供給される第1油圧室と、前記第2ピストンを摩擦板に近接する側にストロークさせるための油圧が供給される第2油圧室とが設けられ、
ピストンを摩擦板から離間する側に付勢する付勢部材及びピストンの摩擦板に近接する側への所定量以上のストロークを規制する規制部材が、第1ピストンに設けられず、第2ピストンに設けられていることを特徴とする変速機のブレーキ装置。 - 請求項1に記載の変速機のブレーキ装置において、
前記第2ピストンは、変速機ケースに設けられた凹部に移動可能に嵌入され、
前記第1ピストンに、前記第2ピストンに対して摺動可能な第1シール部材が油密に装着され、前記第2ピストンに、前記凹部に対して摺動可能な第2シール部材が油密に装着されていることを特徴とする変速機のブレーキ装置。 - 請求項2に記載の変速機のブレーキ装置において、
前記第1油圧室は前記第1ピストンと前記第2ピストンとの間に形成され、
前記第1油圧室に対して油圧を給排するための油路が前記凹部の内周面に開口し、
前記第1油圧室と前記油路とを連通する連通孔が前記凹部の内周面と対向する前記第2ピストンの外周面に設けられ、
前記油路の開口を挟んで摩擦板側と反摩擦板側とで前記凹部の内周面の内径が同じに設定され且つ前記連通孔を挟んで摩擦板側と反摩擦板側とで前記第2ピストンの外周面の外径が同じに設定されていることを特徴とする変速機のブレーキ装置。 - 請求項1から3のいずれか1項に記載の変速機のブレーキ装置において、
当該ブレーキ装置は、発進変速段で締結されるブレーキ装置であることを特徴とする変速機のブレーキ装置。 - 摩擦板を押圧する第1ピストンと、第1ピストンを摩擦板に近接する側に移動させる第2ピストンとが、摩擦板側からストローク方向にこの順に直列に配置された変速機のブレーキ装置の制御システムであって、
前記第1ピストンは、前記第2ピストンと共に移動可能且つ前記第2ピストンに対して相対移動可能に前記第2ピストンに嵌入され、
前記第1ピストンを摩擦板に近接する側にストロークさせるための油圧が供給される第1油圧室と、前記第2ピストンを摩擦板に近接する側にストロークさせるための油圧が供給される第2油圧室と、前記第2ピストンを摩擦板から離間する側に付勢する付勢部材と、前記第2ピストンの摩擦板に近接する側への所定量以上のストロークを規制する規制部材と、前記第1油圧室及び前記第2油圧室に対する油圧の供給及び排出を制御する油圧制御手段とが設けられ、
前記油圧制御手段は、
当該ブレーキ装置を解放状態とするときは、
(1)前記第1油圧室及び前記第2油圧室に油圧を供給しないことにより、前記付勢部材の付勢力により前記第1ピストン及び前記第2ピストンを共に摩擦板から離間する側に移動させてそれぞれ初期位置に位置させ、
前記解放状態の当該ブレーキ装置を締結するときは、
(2)前記第2油圧室に油圧を供給することにより、前記第1ピストン及び前記第2ピストンを共に摩擦板に近接する側にストロークさせてそれぞれ前記規制部材で規定される待機位置に位置させ、次いで、
(3)前記第1油圧室に油圧を供給することにより、前記第1ピストンのみを摩擦板に近接する側にストロークさせて摩擦板の押圧が完了する押圧完了位置に位置させ、
前記締結状態の当該ブレーキ装置を解放するときは、
(4)前記第1油圧室の油圧を排出することにより、前記第1ピストンのみを摩擦板から離間する側に移動させて摩擦板の押圧が解除されるゼロクリアランス位置に位置させ、次いで、
(5)前記第2油圧室の油圧を排出することにより、前記第1ピストンと前記第2ピストンとの相対位置を保持させたまま、前記付勢部材の付勢力により前記第1ピストン及び前記第2ピストンを共に摩擦板から離間する側に移動させてそれぞれ前記初期位置に位置させる、
ことを特徴とする変速機のブレーキ装置の制御システム。
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