WO2015034057A1 - 変速装置 - Google Patents
変速装置 Download PDFInfo
- Publication number
- WO2015034057A1 WO2015034057A1 PCT/JP2014/073519 JP2014073519W WO2015034057A1 WO 2015034057 A1 WO2015034057 A1 WO 2015034057A1 JP 2014073519 W JP2014073519 W JP 2014073519W WO 2015034057 A1 WO2015034057 A1 WO 2015034057A1
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- WIPO (PCT)
- Prior art keywords
- clutch
- planetary gear
- gear
- brake
- transmission
- Prior art date
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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
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
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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
- F16D25/0635—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 with flat friction surfaces, e.g. discs
- F16D25/0638—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 with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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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
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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
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
- F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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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
- F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0046—Details of fluid supply channels, e.g. within shafts, for supplying friction devices or transmission actuators with control fluid
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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
- F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten 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
- F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four 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
- F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
- F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
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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
- F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
Definitions
- the present invention relates to a transmission that shifts power transmitted from a motor of a vehicle to an input shaft and transmits it to an output shaft.
- a transmission device of this type includes two single pinion planetary gears, a so-called Simpson type compound planetary gear mechanism, four clutches, and two brakes (for example, patents).
- the compound planetary gear mechanism constituting the transmission includes an input element coupled to an input shaft, a fixable element that is selectively fixed to be non-rotatable by a brake, and first and second output elements.
- the first output element is selectively connected to another rotating element by the first clutch
- the second output element is selectively connected to another rotating element by the second clutch.
- the power transmitted to the input element is accelerated and transmitted to the first and second output elements when the fixable element is fixed to be non-rotatable by the brake.
- the maximum rotational speed of the components such as the clutch hub and the clutch drum of the first clutch corresponding to the first output element and the second clutch corresponding to the second output element is increased, and some measures must be taken.
- the centrifugal force acting on these components increases. And if it is going to ensure the intensity
- the main object of the present invention is to suppress an increase in size and cost of a transmission including a clutch having components that rotate at high speed.
- a transmission according to the present invention includes: In a transmission that shifts the power transmitted from the prime mover to the input shaft and transmits it to the output shaft, A compound planetary gear mechanism having an input element, a fixable element, a first output element and a second output element; A first planetary gear and a second planetary gear which are arranged coaxially with the compound planetary gear mechanism and arranged in the axial direction, each having a plurality of rotating elements; A brake for connecting the fixable element of the compound planetary gear mechanism to a case and fixing the non-rotatable element, and releasing the fixable element rotatably; A first clutch that connects the first output element and at least one of the rotating elements of the first and second planetary gears to each other and releases the connection between them; A second clutch for connecting the second output element and at least one of the rotating elements of the first and second planetary gears to each other and releasing the connection between them; Prepared, The compound planetary gear mechanism accelerates the power transmitted to the input element when the fixable element is non-rotat
- This speed change device shifts the power transmitted from the prime mover to the input shaft and transmits it to the output shaft, and increases the power transmitted to the input element when the fixable element is fixed non-rotatably by the brake.
- It includes a compound planetary gear mechanism that rapidly transmits to the first and second output elements.
- the first clutch that selectively connects the first output element of the compound planetary gear mechanism to at least one of the rotation elements of the first and second planetary gears, and the second output element as the first output element.
- a second clutch connected to at least one of the rotating elements of the first and second planetary gears is disposed closer to the compound planetary gear mechanism in the axial direction than the first and second planetary gear mechanisms.
- the axial length of the first clutch component connected to the first output element of the compound planetary gear mechanism and the second clutch component (clutch hub, clutch drum, etc.) connected to the second output element can be reduced. It is possible to suppress the increase, reduce the inertia during rotation of these components, and suppress deformation of the components due to centrifugal force. As a result, it is possible to suppress an increase in size and cost associated with securing the strength of the components of the first and second clutches, thereby suppressing an increase in size and cost of the transmission.
- the other element that is the connection target of the first output element and the other element that is the connection target of the second output element may be the same or different from each other. .
- the second planetary gear may be disposed closer to the compound planetary gear mechanism than the first planetary gear
- the first clutch may be any one of the first output element and the second planetary gear.
- the two clutch elements may be connected to each other and disconnected from each other, and the second clutch connects the second output element and any one of the second planetary gears to each other.
- the first and second clutches may be disposed closer to the compound planetary gear mechanism than the second planetary gear. Accordingly, it is not necessary to configure the first and second clutch components connected to the first or second output element of the compound planetary gear mechanism so as to cover the periphery of the first planetary gear.
- the second clutch may connect the second output element and the rotating element of the second planetary gear connected to the first output element by the first clutch.
- the transmission includes the first output element of the compound planetary gear mechanism, the rotating element connected to the output element by the first clutch, and connected to the second output element by the second clutch.
- the rotary element of the second planetary gear different from that of the second planetary gear may be connected to each other and a third clutch for releasing the connection may be further provided, and the third clutch is more complex than the second planetary gear. It may be arranged on the mechanism side.
- the case may be provided with a central wall portion positioned between the compound planetary gear mechanism and the first and second planetary gears, and the third clutch includes at least a friction engagement plate and the A hydraulic servo including a piston that presses the friction engagement plate may be provided, and the hydraulic servo of the third clutch may be connected to the hydraulic oil supply oil passage formed in the central wall portion via the input shaft.
- hydraulic oil may be supplied.
- the transmission includes at least a friction engagement plate and a piston that presses the friction engagement plate, and the rotation element of the second planetary gear connected to the first output element by the third clutch.
- a second brake connected to the case and fixed so as not to rotate may be further provided.
- the case has a central wall portion located between the compound planetary gear mechanism and the first and second planetary gears.
- An engagement oil chamber of the second brake may be defined between the piston of the second brake and the central wall portion.
- each of the first and second clutches may include at least a friction engagement plate and a piston that presses the friction engagement plate, and may have a hydraulic servo disposed on the input shaft.
- the hydraulic servo of the second clutch may be supplied with hydraulic oil from an hydraulic oil supply oil passage formed in the case through an in-shaft oil passage formed in the input shaft.
- the transmission may further include a fourth clutch that connects any one of the rotating elements of the first planetary gear and the output shaft to each other and releases the connection therebetween, and the second planetary gear.
- a fourth clutch that connects any one of the rotating elements of the first planetary gear and the output shaft to each other and releases the connection therebetween, and the second planetary gear.
- the fourth clutch may include at least a friction engagement plate and a piston that presses the friction engagement plate, and the output shaft is disposed between the piston of the fourth clutch and the output shaft.
- An engagement oil chamber of the fourth clutch to which hydraulic oil is supplied through an in-shaft oil passage may be defined.
- the compound planetary gear mechanism may include third and fourth planetary gears each having three rotation elements, and any two rotation elements of the third planetary gear may be connected to any of the fourth planetary gears. Or may be configured by always connecting to a corresponding one of the two rotating elements.
- the first planetary gear may include a first rotation element, a second rotation element, and a third rotation element that are sequentially arranged at intervals corresponding to a gear ratio on the velocity diagram.
- the planetary gear may include a fourth rotation element, a fifth rotation element, and a sixth rotation element that are sequentially arranged at intervals corresponding to the gear ratio on the velocity diagram, and the first planetary gear includes the first rotation gear.
- One rotation element and the fourth rotation element of the second planetary gear may be always connected, and the second rotation element of the first planetary gear and the input element of the compound planetary gear mechanism are connected to the input shaft.
- the fifth rotation element of the second planetary gear may be always connected to the output shaft, and the first clutch may be the first rotation of the first planetary gear that is always connected.
- the first output element of the gear mechanism and the first output element of the gear mechanism may be connected to each other, and the connection between the two may be released.
- the fourth rotating element of the planetary gear and the second output element of the compound planetary gear mechanism may be connected to each other, and the connection between them may be released.
- the sixth rotating element and the first output element of the compound planetary gear mechanism are connected to each other, and a third clutch for releasing the connection between the sixth rotating element and the first output element and the second planetary gear that are always connected are connected.
- the fifth rotating element and the third rotating element of the first planetary gear are connected to each other, and the fourth clutch for releasing the connection between them and the sixth rotating element of the second planetary gear are fixed to be non-rotatable.
- Serial sixth rotating element may further comprise a second brake release rotatably a.
- This transmission device includes first and second planetary gears, a compound planetary gear mechanism, first, second, third, and fourth clutches, and first and second brakes.
- first and second planetary gears a compound planetary gear mechanism
- first, second, third, and fourth clutches and first and second brakes.
- the gear ratio can be improved by optimizing the step ratio (gear ratio of a certain gear stage / gear ratio of the gear stage on the one-stage high-speed stage side) (suppressing further increase). Therefore, according to this transmission, both the fuel consumption and drivability of the vehicle can be improved satisfactorily.
- the second rotating element of the first planetary gear is always connected to the input shaft, and the third rotating element of the first planetary gear is output by the fourth clutch.
- the member (and the fifth rotating element of the second planetary gear) is selectively connected to the member (and the fifth rotating element of the second planetary gear).
- the third rotating element of the first planetary gear is always connected to the output member together with the fifth rotating element of the second planetary gear, and the second rotating element of the first planetary gear is selectively connected to the input shaft.
- the torque sharing of the fourth clutch can be reduced.
- the fourth clutch can be made compact in at least one of the axial direction and the radial direction. Therefore, according to this transmission, it is possible to improve both power transmission efficiency and drivability, and to suppress an increase in the size of the entire apparatus.
- the forward engagement is achieved by engaging any three of the six engaging elements, that is, the first to fourth clutches, the first and second brakes, and releasing the remaining three. From the first speed stage, the forward tenth speed stage and the reverse stage are formed. Thus, for example, compared with a transmission that forms two or more gears by engaging two of the six engaging elements and releasing the remaining four, the gears are released as the gears are formed. The number of engaging elements can be reduced. As a result, it is possible to further reduce the drag loss in the engagement elements released with the formation of the shift speed and further improve the power transmission efficiency in the transmission.
- the forward first speed is formed by engagement of the first clutch, the second clutch, and the second brake.
- the second forward speed is formed by engagement of the first clutch, the first brake, and the second brake.
- the third forward speed is formed by engagement of the second clutch, the first brake, and the second brake.
- the fourth forward speed is formed by engagement of the fourth clutch, the first brake, and the second brake.
- the fifth forward speed is formed by engagement of the second clutch, the fourth clutch, and the first brake.
- the sixth forward speed is formed by engagement of the first clutch, the fourth clutch, and the first brake.
- the seventh forward speed is formed by engagement of the first clutch, the third clutch, and the fourth clutch.
- the eighth forward speed is formed by engagement of the third clutch, the fourth clutch, and the first brake.
- the ninth forward speed is formed by engagement of the first clutch, the third clutch, and the first brake.
- the tenth forward speed is formed by engagement of the second clutch, the third clutch, and the first brake.
- the reverse speed is formed by engagement of the second clutch, the third clutch, and the second brake.
- the compound planetary gear mechanism includes a third sun gear, a third ring gear, and a third carrier that holds a plurality of third pinion gears that mesh with the third sun gear and the third ring gear, respectively, in a freely rotating and revolving manner.
- a first pinion type third planetary gear having a fourth pinion gear, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshing with the fourth sun gear and the fourth ring gear, respectively.
- a fourth planetary gear of a single pinion type having four carriers the fixable element may be the third sun gear and the fourth sun gear that are always connected, and the input element is
- the third carrier may be a third carrier
- the first output element includes the third ring gear and the fourth carrier that are always connected. May be I, the second output element, may be the fourth ring gear.
- the compound planetary gear mechanism includes a third sun gear, a third ring gear, and a third carrier that holds a plurality of third pinion gears that mesh with the third sun gear and the third ring gear, respectively, in a freely rotating and revolving manner.
- a first pinion type third planetary gear having a fourth pinion gear, a fourth sun gear, a fourth ring gear, and a plurality of fourth pinion gears meshing with the fourth sun gear and the fourth ring gear, respectively.
- a fourth planetary gear of a single pinion type having four carriers the fixable element may be the fourth sun gear, and the input element includes the third ring gear that is always connected and the fourth gear It may be a fourth carrier, and the first output element is always connected to the third carrier and the fourth ring gear. There may be a, the second output element, may be the third sun gear.
- the compound planetary gear mechanism includes a third sun gear, a fourth sun gear, a third pinion gear meshing with the third sun gear, a fourth pinion gear meshing with the fourth sun gear and meshing with the third pinion gear;
- the third and fourth pinion gears may be Ravigneaux planetary gears having a third carrier that holds the third and fourth pinion gears so that they can rotate and revolve, and a third ring gear that meshes with the fourth pinion gears.
- the fourth sun gear may be used, the input element may be the fourth carrier, the first output element may be the third ring gear, and the second output element may be The third sun gear may be used.
- the output shaft may be connected to the rear wheel of the vehicle via a differential gear.
- FIG. 11 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the multi-stage transmission of FIG. 10.
- FIG. 1 is a schematic configuration diagram of a power transmission device 10 including an automatic transmission 20 as a transmission device according to an embodiment of the present invention
- FIG. 2 is a cross-sectional view showing the power transmission device 10.
- a power transmission device 10 shown in these drawings is connected to a crankshaft of an engine (internal combustion engine) (not shown) and / or a rotor of an electric motor as a drive source mounted vertically in a front portion of a rear wheel drive vehicle.
- power (torque) from the engine or the like can be transmitted to left and right rear wheels (drive wheels) (not shown).
- the power transmission device 10 includes a transmission case (stationary member) 11, a starting device (fluid transmission device) 12, an oil pump 17 and the like in addition to the automatic transmission 20.
- the starting device 12 includes an input-side pump impeller 14p connected to the drive source as described above, an output-side turbine runner 14t connected to the input shaft (input member) 20i of the automatic transmission 20, a pump impeller 14p, A stator 14s that is disposed inside the turbine runner 14t and rectifies the flow of hydraulic oil from the turbine runner 14t to the pump impeller 14p, is supported by a stator shaft 14z (see FIG. 2), and rotates the stator 14s in one direction.
- a torque converter having a one-way clutch 14o or the like to be limited is included.
- the starting device 12 connects the front cover connected to the crankshaft of the engine and the like and the input shaft 20i of the automatic transmission 20 to each other, and releases the connection between the front cover and the automatic transmission. And a damper mechanism 16 that damps vibration between the input shaft 20 i of the machine 20.
- the starting device 12 may include a fluid coupling that does not have the stator 14s.
- the oil pump 17 includes a pump assembly including a pump body and a pump cover, an external gear (inner rotor) connected to the pump impeller 14p of the starting device 12 via a chain or a gear train, and an internal meshing with the external gear. It is configured as a gear pump having a tooth gear (outer rotor) or the like.
- the oil pump 17 is driven by power from an engine or the like, sucks hydraulic oil (ATF) stored in an oil pan (not shown), and pumps it to the hydraulic control device 60 (see FIG. 2).
- the automatic transmission 20 is configured as a 10-speed transmission, and, as shown in FIGS. 1 and 2, in addition to the input shaft 20i, left and right rear wheels via a differential gear and a drive shaft (not shown).
- Output pin (output member) 20o connected to the first pinion type first planetary gear 21 and second planetary gear 22 arranged side by side in the axial direction of the automatic transmission 20 (input shaft 20i and output shaft 20o).
- a Simpson type compound planetary gear train (compound planetary gear mechanism) 25 including a single pinion type third planetary gear 23 and a fourth planetary gear 24.
- the automatic transmission 20 includes a clutch C1 (fourth clutch), a clutch C2 (third clutch), a clutch C3 (second clutch), a clutch for changing the power transmission path from the input shaft 20i to the output shaft 20o.
- C4 first clutch
- brake B1 second brake
- brake B2 first brake
- the first and second planetary gears 21 and 22 and the compound planetary gear train 25 are connected to the compound planetary gear train 25 and the second planetary gear from the starting device 12, that is, the engine side (left side in FIGS. 1 and 2).
- 22, the first planetary gear 21, that is, the fourth planetary gear 24, the third planetary gear 23, the second planetary gear 22, and the first planetary gear 21 are arranged in the transmission case 11 in order.
- the compound planetary gear train 25 (fourth planetary gear 24) is arranged on the front side of the vehicle so as to be close to an engine (not shown), and the first planetary gear 21 is close to the output shaft 20o.
- the second planetary gear 22 is disposed on the rear side, and is disposed between the compound planetary gear train 25 (third planetary gear 23) and the first planetary gear 21.
- the first planetary gear 21 includes a first sun gear 21s that is an external gear, a first ring gear 21r that is an internal gear disposed concentrically with the first sun gear 21s, and a first sun gear 21s and a first ring gear 21r, respectively. And a first carrier 21c that holds the plurality of first pinion gears 21p so as to freely rotate (rotate) and revolve.
- the first carrier 21c of the first planetary gear 21 is always connected (fixed) to the intermediate shaft (intermediate shaft) 20m of the automatic transmission 20 connected to the input shaft 20i.
- the first carrier 21c functions as an input element of the first planetary gear 21 (first input element of the automatic transmission 20) when the clutch C1 (fourth clutch) is engaged.
- the first ring gear 21r of the first planetary gear 21 functions as an output element of the first planetary gear 21 (first output element of the automatic transmission 20).
- the first carrier 21c idles when the clutch C1 (fourth clutch) is released.
- the second planetary gear 22 includes a second sun gear 22s that is an external gear, a second ring gear 22r that is an internal gear disposed concentrically with the second sun gear 22s, and a second sun gear 22s and a second ring gear 22r, respectively. And a second carrier 22c that holds the plurality of second pinion gears 22p so that they can rotate (rotate) and revolve freely.
- the second sun gear 22 s of the second planetary gear 22 is integrally connected (always connected) to the first sun gear 21 s of the first planetary gear 21, and always integrated with the first sun gear 21 s ( And coaxial).
- the first sun gear 21s and the second sun gear 22s may be configured separately and always connected via a connecting member (first connecting member) (not shown).
- the second carrier 22c of the second planetary gear 22 is always connected to the output shaft 20o, and always rotates or stops integrally (and coaxially) with the output shaft 20o.
- the second carrier 22c functions as an output element of the second planetary gear 22 (second output element of the automatic transmission 20).
- the second ring gear 22r of the second planetary gear 22 functions as a fixable element of the second planetary gear 22 (first fixable element of the automatic transmission 20).
- the third planetary gear 23 constituting the compound planetary gear train 25 includes a third sun gear 23s that is an external gear, a third ring gear 23r that is an internal gear arranged concentrically with the third sun gear 23s, and a third sun gear 23r.
- the fourth planetary gear 24 constituting the compound planetary gear train 25 includes a fourth sun gear 24 s that is an external gear, a fourth ring gear 24 r that is an internal gear arranged concentrically with the fourth sun gear 24 s, respectively.
- the third sun gear 23s of the third planetary gear 23 and the fourth sun gear 24s of the fourth planetary gear 24 are integrally connected (always connected) as shown in FIG. ) Rotate or stop.
- the third sun gear 23s and the fourth sun gear 24s that are always connected in this manner function as a fixable element of the compound planetary gear train 25 (second fixable element of the automatic transmission 20).
- the third carrier 23c of the third planetary gear 23 is always connected (fixed) to the input shaft 20i and via an intermediate shaft 20m as a connecting member (second connecting member).
- the first planetary gear 21 is always connected to the first carrier 21c.
- the third carrier 23c functions as an input element of the compound planetary gear train 25 (second input element of the automatic transmission 20).
- the third ring gear 23r of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are integrally connected (always connected) as shown in FIG. And coaxial).
- the third ring gear 23r and the fourth carrier 24c that are always connected in this manner function as a first output element of the compound planetary gear train 25.
- the fourth ring gear 24 r of the fourth planetary gear 24 functions as a second output element of the compound planetary gear train 25.
- the clutch C1 connects the first ring gear 21r, which is an output element of the first planetary gear 21, and the output shaft 20o to each other and releases the connection between them.
- the clutch C1 is closer to the vehicle rear side than the first planetary gear 21 (in FIGS. 1 and 2) so as to be closest to the output shaft 20o among the six clutches C1 to C4 and the brakes B1 and B2.
- the clutch C2 connects and disconnects the second ring gear 22r of the second planetary gear 22 and the third ring gear 23r and the fourth carrier 24c, which are the first output elements of the compound planetary gear train 25, to each other. is there.
- the clutch C ⁇ b> 2 is disposed between the second planetary gear 22 and the compound planetary gear train 25 (third planetary gear 23) so as to be close to the second planetary gear 22.
- the clutch C3 connects the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the fourth ring gear 24r, which is the second output element of the compound planetary gear train 25, together. Disconnect the connection.
- the clutch C3 is disposed so as to surround at least a part of the third planetary gear 23.
- the clutch C4 connects the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 with the third ring gear 23r and the fourth carrier 24c which are the first output elements of the compound planetary gear train 25. It connects and cancels both connections.
- the clutch C4 is disposed between the clutch C2 and the clutch C3 so as to be close to the compound planetary gear train 25 (third planetary gear 23).
- the brake B1 fixes (connects) the second ring gear 22r, which is a fixable element of the second planetary gear 22, to the transmission case 11 in a non-rotatable manner, and also fixes the second ring gear 22r to the transmission case 11 as a stationary member. And free to rotate.
- the brake B1 is disposed so as to surround at least a part of the clutch C2.
- the brake B2 fixes (connects) the third sun gear 23s and the fourth sun gear 24s, which are fixable elements of the compound planetary gear train 25, to the transmission case 11 as a stationary member in a non-rotatable manner. In contrast, it is free to rotate.
- the brake B ⁇ b> 1 is disposed so as to surround at least a part of the fourth planetary gear 24 of the fourth planetary gear 24.
- a multi-plate friction type having a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, and the like.
- a hydraulic clutch (friction engagement element) is employed.
- the brakes B1 and B2 a multi-plate friction hydraulic brake having a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, and the like. Is adopted.
- the clutches C1 to C4 and the brakes B1 and B2 operate by receiving and supplying hydraulic oil from the hydraulic control device 60.
- FIG. 3 is a velocity diagram showing the ratio of the rotational speed of each rotary element to the rotational speed (input rotational speed) of the input shaft 20i in the automatic transmission 20 (however, the input shaft 20i, that is, the first carrier 21c and the third carrier 21c).
- the rotation speed of the carrier 23c is set to a value 1).
- FIG. 4 is an operation table showing the relationship between each gear position of the automatic transmission 20 and the operating states of the clutches C1 to C4 and the brakes B1 and B2.
- the three rotating elements constituting the single pinion type first planetary gear 21, that is, the first sun gear 21 s, the first ring gear 21 r, and the first carrier 21 c, are speed lines of the first planetary gear 21.
- the first sun gear 21s, the first carrier 21c, and the first ring gear 21r are arranged in this order from the left side in the figure at an interval corresponding to the gear ratio ⁇ 1 on the figure (the speed diagram on the right side in FIG. 3).
- the first sun gear 21s is the first rotating element of the automatic transmission 20
- the first carrier 21c is the second rotating element of the automatic transmission 20
- the first The ring gear 21r is a third rotating element of the automatic transmission 20. Therefore, the first planetary gear 21 has the first rotation element, the second rotation element, and the third rotation element of the automatic transmission 20 that are arranged in order at intervals according to the gear ratio ⁇ 1 on the velocity diagram.
- the three rotating elements constituting the single pinion type second planetary gear 22, that is, the second sun gear 22 s, the second ring gear 22 r and the second carrier 22 c, are velocity diagrams of the second planetary gear 22 (in FIG. 3).
- the second sun gear 22s, the second carrier 22c, and the second ring gear 22r are arranged in this order from the left side in the figure at an interval corresponding to the gear ratio ⁇ 2 on the central speed diagram).
- the second sun gear 22s is the fourth rotating element of the automatic transmission 20
- the second carrier 22c is the fifth rotating element of the automatic transmission 20
- the second The ring gear 22r is a fourth rotating element of the automatic transmission 20.
- the second planetary gear 22 has the fourth rotation element, the fifth rotation element, and the sixth rotation element of the automatic transmission 20 that are arranged in order at intervals according to the gear ratio ⁇ 2 on the velocity diagram.
- the four rotating elements constituting the Simpson type compound planetary gear train 25 that is, the third sun gear 23s and the fourth sun gear 24s as the fixable elements, the third carrier 23c as the input element, and the first sun as the first output element.
- the three ring gear 23r, the fourth carrier 24c, and the fourth ring gear 24r as the second output element are spaced in this order from the left side in the drawing according to the gear ratios ⁇ 3, ⁇ 4 of the third and fourth planetary gears 23, 24.
- the third sun gear 23s and the fourth sun gear 24s are used as the seventh rotating element of the automatic transmission 20, and the third carrier 23c is used as the eighth rotation of the automatic transmission 20.
- the third ring gear 23r and the fourth carrier 24c are the ninth rotating element of the automatic transmission 20, and the fourth ring gear 24r is the tenth rotating element of the automatic transmission 20. Therefore, the compound planetary gear train 25 includes the seventh rotation element, the eighth rotation element, the ninth rotation element, and the eighth rotation element of the automatic transmission 20 that are arranged in order on the speed diagram at intervals corresponding to the gear ratios ⁇ 3 and ⁇ 4. It has 10 rotating elements.
- the clutches C1 to C4 and the brakes B1 and B2 are engaged or released as shown in FIG. 4, and the first to tenth rotating elements described above (however, the first rotating element and the fourth rotating element are used). Since the elements are always connected to each other, a total of nine rotating elements (substantially a total of nine rotating elements) are changed, so that there are ten ways in the forward rotation direction and reverse driving between the input shaft 20i and the output shaft 20o.
- One power transmission path in the rotational direction that is, the forward speed and the reverse speed from the first speed to the tenth speed can be set.
- the forward first speed is formed by engaging the clutch C3, the clutch C4, and the brake B1, and releasing the remaining clutches C1, C2, and the brake B2. That is, when the first forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the fourth ring gear 24r (second gear) of the compound planetary gear train 25 are formed by the clutch C3. Output element) are connected to each other, and the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the third ring gear 23r of the compound planetary gear train 25 and the fourth carrier are connected by the clutch C4.
- the second forward speed is formed by engaging the clutch C4, the brake B1, and the brake B2, and releasing the remaining clutches C1, C2, and C3. That is, when the second forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the third ring gear 23r and fourth of the compound planetary gear train 25 are formed by the clutch C4.
- the carrier 24c first output element
- the carrier 24c first output element
- the second ring gear 22r (fixable element) of the second planetary gear 22 is non-rotatably fixed to the transmission case 11 by the brake B1.
- the third sun gear 23s and the fourth sun gear 24s (fixable elements) of the compound planetary gear train 25 are fixed to the transmission case 11 so as not to rotate by B2.
- the third forward speed is formed by engaging the clutch C3, the brake B1, and the brake B2, and releasing the remaining clutches C1, C2, and C4. That is, when the third forward speed is established, the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the fourth ring gear 24r (second gear) of the compound planetary gear train 25 are formed by the clutch C3. And the second ring gear 22r (fixable element) of the second planetary gear 22 is non-rotatably fixed to the transmission case 11 by the brake B1, and the compound planetary gear by the brake B2. The third sun gear 23s and the fourth sun gear 24s (fixable elements) in the row 25 are fixed to the transmission case 11 so as not to rotate.
- the forward fourth speed is formed by engaging the clutch C1, the brake B1, and the brake B2, and releasing the remaining clutches C2, C3, and C4. That is, when the first forward speed is established, the first ring gear 21r (output element) of the first planetary gear 21 and the output shaft 20o are connected to each other by the clutch C1, and the second planetary gear 22 is further connected by the brake B1.
- the second ring gear 22r (fixable element) is fixed to the transmission case 11 in a non-rotatable manner, and the third sun gear 23s and the fourth sun gear 24s (fixable element) of the compound planetary gear train 25 are transmitted to the transmission case by the brake B2. 11 is fixed so as not to rotate.
- the forward fifth speed is formed by engaging the clutch C1, the clutch C3, and the brake B2, and releasing the remaining clutches C2, C4 and the brake B1. That is, when the fifth forward speed is established, the first ring gear 21r (output element) of the first planetary gear 21 and the output shaft 20o are connected to each other by the clutch C1, and the first planetary gear 21 is connected by the clutch C3.
- the first sun gear 21s and the second sun gear 22s of the second planetary gear 22 and the fourth ring gear 24r (second output element) of the compound planetary gear train 25 are connected to each other.
- the third sun gear 23s and the fourth sun gear 24s (fixable elements) are fixed to the transmission case 11 so as not to rotate.
- the forward sixth speed is formed by engaging the clutch C1, the clutch C4, and the brake B2, and releasing the remaining clutches C2, C3 and the brake B1. That is, when the sixth forward speed is established, the first ring gear 21r (output element) of the first planetary gear 21 and the output shaft 20o are connected to each other by the clutch C1, and the first planetary gear 21 is connected by the clutch C4. The second sun gear 22s of the first sun gear 21s and the second planetary gear 22, the third ring gear 23r and the fourth carrier 24c (first output element) of the compound planetary gear train 25 are connected to each other, and the compound planet is further connected by the brake B2.
- the third sun gear 23 s and the fourth sun gear 24 s (fixable elements) of the gear train 25 are fixed to the transmission case 11 so as not to rotate.
- the forward seventh speed is formed by engaging the clutch C1, the clutch C2, and the clutch C4 and releasing the remaining clutch C3 and the brakes B1 and B2. That is, when the seventh forward speed is established, the first ring gear 21r (output element) of the first planetary gear 21 and the output shaft 20o are connected to each other by the clutch C1, and the second planetary gear 22 is connected by the clutch C2.
- the second ring gear 22r, the third ring gear 23r of the compound planetary gear train 25, and the fourth carrier 24c (first output element) are connected to each other, and further, the first sun gear 21s and the second sun gear 21s of the first planetary gear 21 are connected by the clutch C4.
- the second sun gear 22s of the planetary gear 22 is connected to the third ring gear 23r and the fourth carrier 24c (first output element) of the compound planetary gear train 25.
- the forward eighth speed is formed by engaging the clutch C1, the clutch C2, and the brake B2, and releasing the remaining clutches C3, C4 and the brake B1. That is, when the eighth forward speed is established, the first ring gear 21r (output element) of the first planetary gear 21 and the output shaft 20o are connected to each other by the clutch C1, and the second planetary gear 22 is connected by the clutch C2.
- the second ring gear 22r, the third ring gear 23r of the compound planetary gear train 25 and the fourth carrier 24c (first output element) are connected to each other, and further, the third sun gear 23s and the fourth sun gear 23s of the compound planetary gear train 25 are connected by the brake B2.
- the sun gear 24s (fixable element) is fixed to the transmission case 11 so as not to rotate.
- the ninth forward speed is established by engaging the clutch C2, the clutch C4, and the brake B2, and releasing the remaining clutches C1, C3 and the brake B1. That is, when the ninth forward speed is established, the second ring gear 22r of the second planetary gear 22, the third ring gear 23r of the compound planetary gear train 25, and the fourth carrier 24c (first output element) are mutually connected by the clutch C2.
- the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the third ring gear 23r of the compound planetary gear train 25 and the fourth carrier 24c (first output element) are connected by the clutch C4.
- the third sun gear 23s and the fourth sun gear 24s (fixable elements) of the compound planetary gear train 25 are fixed to the transmission case 11 so as not to rotate by the brake B2.
- the 10th forward speed is formed by engaging the clutch C2, the clutch C3, and the brake B2, and releasing the remaining clutches C1, C4 and the brake B1. That is, when the forward tenth speed is established, the second ring gear 22r of the second planetary gear 22, the third ring gear 23r of the compound planetary gear train 25, and the fourth carrier 24c (first output element) are mutually connected by the clutch C2.
- the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the fourth ring gear 24r (second output element) of the compound planetary gear train 25 are connected to each other by the clutch C3.
- the reverse gear is formed by engaging the clutch C2, the clutch C3, and the brake B1, and releasing the remaining clutches C1, C4 and the brake B2. That is, when the reverse gear is formed, the second ring gear 22r of the second planetary gear 22, the third ring gear 23r of the compound planetary gear train 25, and the fourth carrier 24c (first output element) are connected to each other by the clutch C2. At the same time, the first sun gear 21s of the first planetary gear 21 and the second sun gear 22s of the second planetary gear 22 and the fourth ring gear 24r (second output element) of the compound planetary gear train 25 are connected to each other by the clutch C3.
- the second ring gear 22r (fixable element) of the second planetary gear 22 is fixed to the transmission case 11 so as not to rotate by the brake B1.
- the step ratio between the first forward speed and the reverse speed is
- 0.993.
- the automatic transmission 20 it is possible to provide the forward speed and the reverse speed from the first speed to the tenth speed by engaging / disengaging the clutches C1 to C4 and the brakes B1 and B2. Become.
- the spread is increased (in this embodiment, 8.648), in particular, the vehicle fuel efficiency at high vehicle speeds and the acceleration performance at each gear stage are improved, and the step ratio is set appropriately.
- the shift feeling can be improved by reducing (suppressing becoming larger). Therefore, according to the automatic transmission 20, both the fuel consumption and drivability of the vehicle can be improved satisfactorily.
- the first forward speed is achieved by engaging any three of the six engaging elements, that is, the clutches C1 to C4 and the brakes B1 and B2 and releasing the remaining three.
- the clutches C1 to C4 and the brakes B1 and B2 To the tenth forward speed and the reverse speed.
- it is released as the shift stages are formed. It is possible to reduce the number of engaging elements. As a result, drag loss due to slight contact between members in the engagement element released with the formation of the shift stage can be reduced, and the power transmission efficiency in the automatic transmission 20 can be further improved.
- the first carrier 21c (second rotating element) of the first planetary gear 21 is input via the intermediate shaft 20m in the same manner as the third carrier 23c (input element) of the compound planetary gear train 25.
- the first ring gear 21r (third rotating element) of the first planetary gear 21 is connected by the clutch C1 to the output shaft 20o (second planetary gear) at the time of formation from the fourth forward speed to the eighth forward speed. 22 to the second carrier 22c).
- the first ring gear (third rotating element) of the first planetary gear is always connected to the output shaft together with the second carrier (fifth rotating element) of the second planetary gear, and the first carrier of the first planetary gear.
- a clutch that selectively connects the first carrier (second rotating element) and the input shaft in a transmission in which the (second rotating element) is selectively connected to the input shaft.
- the torque sharing of the clutch C1 can be reduced.
- the first carrier 21c of the first planetary gear 21 is a second rotating element that is always connected to the input shaft 20i, and the first ring gear 21r of the first planetary gear 21 is selectively connected to the output shaft 20o by the clutch C1.
- the third rotating element to be connected, for example, the first ring gear of the first planetary gear is always connected to the output shaft together with the second carrier of the second planetary gear 22, and the first carrier of the first planetary gear is input.
- the torque transmitted through the engaged clutch C1 is reduced (1 / (1 + ⁇ 1) Can).
- the clutch C1 can be made compact in at least one of the axial direction and the radial direction. Therefore, according to the automatic transmission 20, it is possible to improve both power transmission efficiency and drivability, and to suppress an increase in the size of the entire apparatus.
- first and second planetary gears 21 and 22 are single pinion type planetary gears, so that the first and second planetary gears 21 and 22 are compared with a case where both are made to be a double pinion type planetary gear, for example. It is possible to improve the assembly efficiency while reducing the meshing loss between the rotating elements and improving the power transmission efficiency in the automatic transmission 20 and reducing the number of parts and suppressing the weight of the entire apparatus. Become. Further, when the Simpson type (SS-CR type) compound planetary gear train 25 including the two single pinion type third and fourth planetary gears 23 and 24 is employed as in the automatic transmission 20, the compound planetary gear train 25 is used. To reduce the meshing loss between the rotating elements of the gear train 25 to further improve the power transmission efficiency in the automatic transmission 20, and to reduce the number of parts to improve the assembly while suppressing the increase in the weight of the entire device. Is possible.
- the clutch C1 of the automatic transmission 20 includes a clutch hub 100, a clutch drum 110, and a plurality of clutch hubs 100, the inner periphery of which is fitted to the clutch hub 100 and movably supported by the clutch hub 100.
- Friction plates (first friction engagement plates) 105, and a plurality of separator plates (second friction engagement plates) 115 whose outer peripheral portions are fitted to the clutch drum 110 and are movably supported by the clutch drum 110. including.
- the clutch hub 100 of the clutch C1 is rotatably supported by the intermediate shaft 20m via a radial bearing, and a flange portion formed on the intermediate shaft 20m via two thrust bearings arranged at the front and rear and an output shaft 20o. And is supported in the axial direction. Further, the clutch hub 100 is fixed to the first ring gear 21r of the first planetary gear 21 via a spline and a snap ring, and always rotates or stops integrally (and coaxially) with the first ring gear 21r.
- the friction plate 105 fitted to the clutch hub 100 is configured by sticking a friction material on both surfaces of an annular member.
- the clutch drum 110 of the clutch C1 is joined to the diameter-enlarged portion 291 formed on the output shaft 20o by welding or the like, and the outer peripheral portion of the annular wall portion 111 is joined by welding or the like to the output shaft.
- an outer cylinder portion 112 extending in the axial direction such as 20o.
- a spline that engages with the outer peripheral portion of the separator plate 115 is formed on the inner peripheral surface of the outer cylindrical portion 112, and the free end portion of the outer cylindrical portion 112 is connected to the second planetary gear 22 via the spline and the snap ring.
- the second carrier 22c is fixed.
- the clutch drum 110 always rotates or stops integrally (and coaxially) with the output shaft 20o and the second carrier 22c of the second planetary gear 22.
- the separator plate 115 fitted to the clutch drum 110 is an annular member having both surfaces formed smoothly.
- the clutch C1 includes a piston 120 that presses the separator plate 115 and the friction plate 105 and frictionally engages them, a cancel plate (cancellation oil chamber defining member) 130, and a plurality of return springs 140.
- the piston 120 is supported by the output shaft 20o so as to be movable in the axial direction so as to be positioned closer to the first planetary gear 21 side (vehicle front side) than the annular wall portion 111 in the outer cylindrical portion 112 of the clutch drum 110.
- the engagement oil chamber 150 is defined together with the clutch drum 110 as the oil chamber defining portion and the output shaft 20o.
- the cancel plate 130 is attached to the output shaft 20o so as to be positioned on the first planetary gear 21 side (vehicle front side) with respect to the piston 120, and cancels the centrifugal hydraulic pressure generated in the engagement oil chamber 150 together with the piston 120.
- a cancel oil chamber 160 is defined.
- the plurality of return springs 140 are disposed between the piston 120 and the cancel plate 130 at intervals in the circumferential direction.
- the output shaft 20o is rotatably supported by a shaft support portion 11a formed in the transmission case 11 via a sleeve, a radial bearing, and a thrust bearing.
- An in-case oil passage 11b connected to the hydraulic control device 60 is formed in the shaft support portion 11a of the transmission case 11, and the engagement from the hydraulic control device 60 to the clutch C1 is made in the in-case oil passage 11b. Hydraulic pressure (hydraulic oil) is supplied.
- an oil passage 292 is formed in the vicinity of the enlarged diameter portion 291 of the output shaft 20o so as to communicate directly with the engagement oil chamber 150 of the clutch C1 and with the in-case oil passage 11b of the transmission case 11. Yes.
- two seal members 170 are interposed between the shaft support portion 11a of the transmission case 11 and the output shaft 20o so as to sandwich the communication portion between the oil passage 11b in the case and the oil passage 292 from the front and rear.
- the engagement hydraulic pressure from the hydraulic control device 60 is supplied to the engagement oil chamber 150 of the clutch C1 via the oil passage 11b in the transmission case 11 and the oil passage 292 of the output shaft 20o. Become. Then, when the piston 120 moves in the axial direction of the output shaft 20o according to the increase of the hydraulic pressure in the engagement oil chamber 150 and the separator plate 115 and the friction plate 105 are pressed, the clutch C1 is engaged and the first planetary gear is engaged. 21 first ring gear 21r and output shaft 20o are connected to each other.
- the cancel oil chamber 160 of the clutch C1 is supplied with hydraulic oil (for example, lubricating / cooling drain oil) from the hydraulic control device 60 through an oil passage formed in the transmission case 11, the output shaft 20o, and the like. Is done.
- hydraulic oil for example, lubricating / cooling drain oil
- the clutch C1 that selectively connects the first ring gear 21r of the first planetary gear 21 and the output shaft 20o connected to the rear wheel of the vehicle via the differential gear rotates together with the output shaft 20o.
- the engagement oil chamber 150 can be defined by the clutch drum 110, the piston 120, and the output shaft 20o as the oil chamber defining portion. Further, in the clutch C1, an oil passage 292 for supplying the engagement oil pressure to the engagement oil chamber 150 is formed in the output shaft 20o, and the engagement oil chamber 150 and the oil passage 292 of the output shaft 20o are directly communicated with each other. Can be made.
- the compound planetary gear train 25 side (vehicle front side) is engaged with the engagement oil chamber 150 of the clutch C1 through long oil passages formed on the input shaft 20i and the intermediate shaft 20m.
- the engagement hydraulic pressure can be easily supplied to the engagement oil chamber 150 from the output shaft 20o side (vehicle rear side).
- a member that defines an engagement oil chamber of the clutch is provided on the input shaft (intermediate shaft) side.
- the oil passage formed on the output shaft and the oil passage formed on the input shaft (intermediate shaft) must be communicated with each other.
- the number of seal members (seal portions) increases.
- the amount of leakage of hydraulic oil increases by the amount of increase in the seal member or the drag loss of the seal member at the communicating portion between the oil passage of the input shaft (intermediate shaft) and the oil passage of the output member. May increase.
- the number of seal members 170 (seal portions) is reduced. It is possible to satisfactorily suppress an increase in the amount of hydraulic oil leakage and an increase in drag loss of the seal member 170.
- the hub member 500 that functions as a clutch hub is shared.
- the hub member 500 includes a hub main body 510 and a sleeve member 520 that is fitted to the hub main body 510 (inlay fitting).
- the hub main body 510 of the hub member 500 includes a first cylindrical portion 501 having splines on the outer peripheral side, a second cylindrical portion 502 having splines on the inner peripheral side, an inner cylindrical portion 503 having a substantially cylindrical shape, and the inner cylinder. And an annular portion 505 including an annular wall portion 504 that extends radially outward from the portion 503 and supports the first and second tubular portions 501 and 502.
- the first cylindrical portion 501 extends in the axial direction (the right side in FIGS. 7 and 8) so as to surround the inner cylindrical portion 503 from the outer peripheral portion of the annular wall portion 504 constituting the annular portion 505, and has a second cylindrical shape.
- the part 502 extends from the outer peripheral part of the annular wall part 504 in the direction opposite to the first tubular part 501 and in the axial direction.
- the annular wall portion 504 of the annular portion 505 is formed so as to protrude from the second tubular portion 502 side toward the first tubular portion 501 side.
- An annular projecting portion 507 having an outer peripheral surface facing the inner peripheral surface of the one cylindrical portion 501 at an interval is provided.
- the diameter is larger than that of the inner tubular portion 503 and is larger than the protruding portion 507.
- a small-diameter cylindrical extension 509 is extended on the opposite side of the first cylindrical part 501 and the inner cylindrical part 503 so as to be located inside the second cylindrical part 502.
- the sleeve member 520 of the hub member 500 is fitted into an inner cylindrical portion 503 constituting the annular portion 505 so as to rotate integrally with the hub body 510 and is rotatably supported by the outer peripheral surface of the input shaft 20i.
- the sleeve member 520 has one end (the left end in FIGS. 7 and 8) that is fitted into the cylindrical extension 509 of the annular portion 505 of the hub body 510. It has a diameter portion 525.
- serrations are formed on the inner peripheral surface of the cylindrical extension portion 509 of the annular portion 505 and the outer peripheral surface of the sleeve-side enlarged diameter portion 525, and the cylindrical extension portion 509, that is, the hub main body 510 is formed.
- the sleeve-side enlarged diameter portion 525 that is, the sleeve member 520, is connected to each other through a serration so as not to move in the axial direction and to rotate integrally with each other.
- an annular flange portion 527 is externally attached so as to come into contact with one end surface (the left end surface in FIGS.
- the sleeve member 520 supports the above-described connecting sleeve 250 rotatably.
- the hub member 500 that functions as the clutch drum of the clutch C3 and the clutch hub of the clutch C4 as described above, the arrangement space of the clutches C3 and C4 is reduced, and the enlargement of the automatic transmission 20 is satisfactorily suppressed. Can do. Further, in the hub member 500, the first and second tubular portions 501, 502, part of the annular protrusion 507, and the tubular extending portion 509 function as ribs, respectively. Can be improved. As a result, it is possible to better suppress the increase in thickness and cost associated with securing the strength of the hub member 500, that is, the increase in size and cost of the automatic transmission 20.
- the clutch C3 that uses the hub member 500 as a clutch drum includes a clutch hub 300 having splines on the outer peripheral side, and an inner peripheral portion (spline fitting) fitted to the clutch hub 300 so that the clutch hub 300 can move freely.
- a plurality of friction plates (first friction engagement plates) 310 and a second cylindrical portion 502 of the hub member 500 serving as a clutch drum are fitted (spline fitting) on the outer peripheral portion, and the hub member 500 ( And a plurality of separator plates (second friction engagement plates) 315 that are movably supported by the second cylindrical portion 502).
- the clutch C3 includes a piston 320 that presses the separator plate 315 and the friction plate 310 and frictionally engages them, a cancel plate (cancellation oil chamber defining member) 330, and a plurality of return springs 340.
- the clutch hub 300 of the clutch C3 is rotatably supported by a third carrier 23c of a third planetary gear 23 fixed to the input shaft 20i via a radial bearing or the like, and has two thrust bearings arranged at the front and rear. And is supported in the axial direction by the third carrier 23c and the hub member 500 (sleeve member 520).
- the inner cylindrical portion of the clutch hub 300 is disposed inside the sleeve-side enlarged diameter portion 525 of the sleeve member 520 that constitutes the hub member 500 together with a radial bearing and a part of the third carrier 23c.
- the clutch hub 300 is fixed to the fourth ring gear 24r of the fourth planetary gear 24 by welding or the like, and always rotates or stops integrally (and coaxially) with the fourth ring gear 24r.
- the friction plate 310 fitted to the clutch hub 300 is configured by sticking a friction material on both surfaces of an annular member.
- the separator plate 315 fitted to the second tubular portion 502 of the hub member 500 is an annular member having both surfaces formed smoothly.
- the piston 320 is supported inside the second tubular portion 502 of the hub body 510 (hub member 500) so as to be movable in the axial direction by the tubular extending portion 509 of the hub member 500 and the spline of the second tubular portion 502. Then, together with the annular wall portion 504 of the hub member 500 (the back surface of the protruding portion 507), an engagement oil chamber 350 of the clutch C3 to which the engagement hydraulic pressure is supplied is defined.
- the cancel plate 330 is attached to the vicinity of the distal end portion (the left end portion in FIGS. 7 and 8) of the cylindrical extension portion 509 of the hub body 510 (hub member 500), and the engagement oil chamber 350 together with the piston 320.
- a cancel oil chamber (second cancel oil chamber) 360 for canceling the centrifugal oil pressure generated inside is defined.
- the plurality of return springs 340 are disposed between the piston 320 and the cancel plate 330 at intervals in the circumferential direction.
- a clutch C4 that uses the hub member 500 as a clutch hub includes a clutch drum 400 having a spline on the inner peripheral side, and an outer peripheral portion fitted (spline fitted) to the clutch drum 400 so that the clutch drum 400 can move freely.
- a plurality of friction plates (second friction engagement plates) 410 and a first cylindrical portion 501 of the hub member 500 serving as a clutch hub are fitted (spline fitting) to the outer peripheral portion, and the hub member 500 ( A plurality of separator plates (first friction engagement plates) 415 movably supported by the first cylindrical portion 501).
- the clutch C4 includes a piston 420 that presses the separator plate 415 and the friction plate 410 and frictionally engages them, an oil chamber defining member 430, and a plurality of return springs 440.
- the clutch drum 400 of the clutch C4 is connected (engaged and fitted) to a connecting member 405 fixed to the fourth carrier 24c of the fourth planetary gear 24 by welding or the like, and is always integrally (and coaxial) with the fourth carrier 24c. Rotate or stop.
- the clutch drum 400 is coupled to the clutch hub 200 (see FIG. 6) of the clutch C2 and is fixed to the coupling sleeve 250 by rivets via bushes (bearings).
- an annular plate 506 and a thrust bearing are disposed between the connection sleeve 250 and the inner cylinder portion 503 of the hub member 500.
- the hub member 500 is supported in the axial direction by the connecting sleeve 250 and the clutch hub 300 of the clutch C3 via the thrust bearings arranged at the front and rear.
- the friction plate 410 fitted to the clutch drum 400 is configured by sticking a friction material on both surfaces of an annular member.
- the separator plate 415 fitted to the first cylindrical portion 501 of the hub member 500 is an annular member having both surfaces formed smoothly.
- the piston 420 is supported by the inner cylinder portion 503 so as to be movable in the axial direction inside the first cylindrical portion 501 of the hub body 510 (hub member 500).
- the oil chamber defining member 430 is formed in an annular shape, and is located at the tip of the inner cylinder portion 503 (on the right side in FIGS. 7 and 8) so as to be positioned closer to the center support (center wall) 11 c than the piston 420 Attached to the end).
- the center support 11c is fixed to the transmission case 11 so as to be positioned between the compound planetary gear train 25 and the second planetary gear 22 (and the first planetary gear 21).
- the piston 420 and the oil chamber defining member 430 define a first engagement oil chamber 451 and a second engagement oil chamber 452 to which engagement hydraulic pressure (working oil) is supplied independently. That is, in the automatic transmission 20 of the present embodiment, the difference between the minimum value and the maximum value of torque sharing when the clutch C4 is engaged is relatively large. For this reason, the first and second engagement oil chambers 451 and 452 to which the engagement hydraulic pressure is independently supplied to the clutch C4 so that the engagement hydraulic pressure is appropriately applied to the piston 420 regardless of the magnitude of torque sharing. Is provided.
- the first engagement oil chamber 451 is defined by the piston 420 and the hub member 500 so as to be closer to the input shaft 20 i than the second engagement oil chamber 452, and the first engagement oil chamber 451.
- the chamber diameter (the pressure receiving area of the piston 420 in the first engagement oil chamber 451) is smaller than the chamber diameter of the second engagement oil chamber 452 (the pressure receiving area of the piston 420 in the second engagement oil chamber 452).
- the piston 420 of the clutch C ⁇ b> 4 extends radially outward from the annular first pressure receiving portion 421 facing the first engagement oil chamber 451 and the outer periphery of the first pressure receiving portion 421. It has the 2nd receiving pressure part 422 which protrudes to an axial direction and opposes a 2nd engagement oil chamber.
- the first pressure receiving portion 421 is supported by the inner cylinder portion 503 of the hub body 510 (hub member 500) so as to be movable in the axial direction, and a seal member 91 is interposed between the inner cylinder portion 503 and the first pressure receiving portion 421. It is installed.
- the second pressure receiving portion 422 is formed with an annular recess 422r that opens on the annular wall portion 504 side (first pressure receiving portion 421 side) of the hub body 510 (hub member 500).
- One end of each return spring 440 is inserted (accommodated) into the annular recess 422r.
- the other end of each return spring 440 is supported by an annular wall portion 504 of the hub body 510 (hub member 500) via a spring seat.
- the piston 420 includes an outer cylinder portion 423 that extends in the axial direction so as to be separated from the first pressure receiving portion 421 from the outer peripheral portion of the second pressure receiving portion 422, and the hub member 500.
- An annular pressing portion 424 extending from the outer cylindrical portion 423 so as to be able to contact the separator plate 415 fitted to the first cylindrical portion 501, and the outer cylinder from the outer peripheral portion of the second pressure receiving portion 422. It has the cylindrical extension part 425 formed so that it might protrude on the opposite side to the part 423.
- the cylindrical extension portion 425 protrudes from the outer peripheral portion of the second pressure receiving portion 422 toward the annular wall portion 504 of the hub body 510 (hub member 500), and in the cylindrical extension portion 425, A protrusion 507 formed on the annular wall 504 is fitted. And the inner peripheral surface of the cylindrical extension part 425 is slidably contacted with the outer peripheral surface of the protrusion part 507 formed in the annular wall part 504 of the hub main body 510, and between the cylindrical extension part 425 and the protrusion part 507.
- the seal member 92 is interposed.
- the oil chamber defining member 430 is press-fitted into the inner cylinder portion 503 of the hub body 510 (hub member 500) and fixed via a snap ring, and radially outward from the annular base portion 431. And an annular wall portion 432 that extends.
- the annular base portion 431 of the oil chamber defining member 430 is fitted to the second pressure receiving portion 422 (inside thereof) so as to be in sliding contact with the inner peripheral surface 422i of the second pressure receiving portion 422 of the piston 420.
- a seal member 93 is interposed between the second pressure receiving portion 422 of 420.
- the outer peripheral surface of the annular wall portion 432 of the oil chamber defining member 430 is in sliding contact with the inner peripheral surface of the outer cylinder portion 423 of the piston 420, and a seal member is provided between the annular wall portion 432 and the outer cylinder portion 423. 94 is interposed.
- the annular base 431 of the oil chamber defining member 430 defines the first engagement oil chamber 451 together with the first pressure receiving portion 421 inside the inner peripheral surface 422i of the second pressure receiving portion 422 of the piston 420.
- the annular wall portion 432 of the oil chamber defining member 430 defines a second engagement oil chamber 452 together with the second pressure receiving portion 422 inside the inner peripheral surface of the outer cylinder portion 423 of the piston 420.
- the first engagement oil chamber 451 has an axial direction from the second engagement oil chamber 452 to the piston 420, that is, the piston, on the inner side of the second engagement oil chamber 452. This is defined by being offset to the annular wall portion 504 side (left side in FIGS.
- the plurality of return springs 440 are disposed between the piston 420 and the annular wall portion 504 of the hub main body 510 (hub member 500) so as to surround the first engagement oil chamber 451 and the annular base portion 431 of the oil chamber defining member 430.
- the first and second engagement oil chambers 451 and 452 are defined so as not to overlap each other when viewed from the radial direction, but both are defined so as to partially overlap when viewed from the radial direction. It may be made.
- annular space 470 is defined between the first tubular portion 501 of the hub body 510 (hub member 500) and the tubular extending portion 425 of the piston 420, as shown in FIGS. Is done.
- a hydraulic oil circulation space (oil passage) 480 is defined between the clutch drum 400 of the clutch C4 and the back surface of the piston 420 (the right side surface in FIGS. 7 and 8).
- the piston 420 has a plurality of oil holes (through holes) 427 for communicating the space 470 between the first cylindrical portion 501 and the cylindrical extension portion 425 and the hydraulic oil circulation space 480.
- the second engagement oil chambers 451 and 452 are formed at regular intervals so as to be located on the outer side (first tubular portion 501 side).
- the return springs 440 are not aligned in the pressing direction (axial direction) of both the first and second engagement oil chambers 451 and 452 and the piston 420,
- the shaft length of the clutch C4 can be shortened.
- the piston 420 having the first and second pressure receiving portions 421 and 422 and the outer cylinder portion 423 as described above is used, the plurality of return springs 440 are surrounded by the first engagement oil chamber 451 on the inner side.
- the engagement oil chambers 451 and 452 can be defined.
- the protruding portion 507 formed on the annular wall portion 504 of the hub main body 510 is fitted into the cylindrical extension portion 425, and the inner peripheral surface of the cylindrical extension portion 425 is fitted. Is in sliding contact with the outer peripheral surface of the protruding portion 507. Accordingly, the hub member 500 and the piston 420 are canceled to cancel the centrifugal hydraulic pressure generated in the first and second engagement oil chambers 451 and 452 inside the inner peripheral surface of the cylindrical extending portion 425.
- An oil chamber 460 (first cancel oil chamber) is defined.
- the chamber diameter of the cancel oil chamber 460 (in the cancel oil chamber 460) It is possible to sufficiently secure the centrifugal hydraulic pressure and the pressure receiving area.
- hydraulic fluid (engagement hydraulic pressure) from the hydraulic control device 60 is transmitted to the engagement oil chamber 350 of the clutch C3 and the first and second engagement oil chambers 451 and 452 of the clutch C4. It is supplied from the front side of the vehicle via an oil passage formed in a front support (support member) 11f (see FIGS. 2 and 6) fixed to the case 11 and an input shaft 20i.
- hydraulic oil for example, drain oil for lubrication / cooling
- the hydraulic control device 60 is supplied to the vehicle via the output shaft 20o, the intermediate shaft 20m, and the like. Supplied from the rear side.
- the input shaft 20i has a first in-shaft oil passage L1 for supplying hydraulic oil to the first engagement oil chamber 451 of the clutch C4, and a second engagement of the clutch C4.
- a second in-shaft oil passage L2 for supplying the working oil to the oil chamber 452 and a third in-shaft oil passage L3 for supplying the working oil to the engagement oil chamber 350 of the clutch C3 are formed.
- the first and second in-shaft oil passages L1, L2 corresponding to the clutch C4 are drilled from the end of the input shaft 20i on the intermediate shaft 20m side (right side in FIG. 6 and the like) to the vicinity of the center in the longitudinal direction.
- An axial oil passage closed by the closing member 80 on the intermediate shaft 20m side and two radial oil passages extending from the vicinity of both ends of the axial oil passage are included.
- the third in-shaft oil passage L3 corresponding to the clutch C3 is also pierced from the end on the intermediate shaft 20m side of the input shaft 20i to the vicinity of the central portion in the longitudinal direction. Includes installed axial oil passages.
- the axial oil passage of the third in-shaft oil passage L3 is disposed closer to the vehicle front side than the closing member 80 of the first and second in-shaft oil passages L1 and L2, as shown in FIGS.
- the closed axial member 80 is divided into a front axial oil passage L3a and a rear axial oil passage L3b.
- the front axial oil passage L3a communicates with two radial oil passages formed near both ends thereof.
- the rear axial oil passage L3b communicates with the closing member 80, that is, one radial oil passage formed near the closed end, and the open end (the right end in FIG. 7 and the like) is the interior of the intermediate shaft 20m. It communicates with the oil passage L4 formed in the.
- the radial oil passage on the vehicle front side of the first in-shaft oil passage L1 has an inner peripheral surface that slides between the front support 11f and the input shaft 20i on the outer peripheral surface of the input shaft 20i. It communicates with a first oil passage 14a formed in a stator shaft 14z as a cylindrical member disposed so as to contact. Further, the radial oil passage on the vehicle front side of the second in-shaft oil passage L2 communicates with the second oil passage 14b formed in the stator shaft 14z, as shown in FIG. Further, the radial oil passage communicating with the front axial oil passage L3a of the third in-shaft oil passage L3 on the vehicle front side is, as shown in FIG. 6, a third oil passage 14c formed in the stator shaft 14z. Communicate.
- the first to third oil passages 14a to 14c of the stator shaft 14z are oil passages (linear solenoid valves) corresponding to the respective hydraulic control devices 60 through oil passages formed in the front support 11f, the transmission case 11 and the like. Connected to.
- the engagement oil of the clutch C3 pressure-fed by the hydraulic control device 60 is supplied to the front axial oil passage L3a of the first in-shaft oil passage L1, the second in-shaft oil passage L2, and the third in-shaft oil passage L3.
- the hydraulic oil (engagement hydraulic pressure) to the first engagement oil chamber 451 and the second engagement oil chamber 452 of the chamber 350 and the clutch C4 is supplied from the vehicle front side.
- a second front communication portion between the second in-shaft oil passage L2 (radial oil passage) corresponding to the second engagement oil chamber 452 of the clutch C4 and the second oil passage 14b of the stator shaft 14z, and the clutch C3 The front axial oil passage L3a corresponding to the engagement oil chamber 350 (the radial oil passage communicating therewith) and the third front communication portion between the third oil passage 14c of the stator shaft 14z are in the axial direction of the input shaft 20i. Separate from each other. That is, in the automatic transmission 20, the first to third front communication portions are arranged in the order of the third front communication portion, the first front communication portion, and the second front communication portion from the vehicle front side.
- stator shaft 14 z opens to the inside, that is, the input shaft 20 i between two seal members 70 arranged between the first front side communication portion and the third front side communication portion.
- a drain oil passage 14d communicating with the periphery of the compound planetary gear train 25 (third and fourth planetary gears 23, 24) is formed on the outside, that is, on the front support 11f side.
- the radial oil passage on the vehicle rear side of the first in-shaft oil passage L1 constitutes a hub member 500 and its inner peripheral surface slides on the outer peripheral surface of the input shaft 20i. It communicates with a first oil passage 521 formed in a sleeve member 520 as a cylindrical member arranged so as to contact. Further, the radial oil passage on the vehicle rear side of the second in-shaft oil passage L2 communicates with the second oil passage 522 formed in the sleeve member 520, as shown in FIGS.
- a radial oil passage communicating with the front axial oil passage L3a of the third in-shaft oil passage L3 on the vehicle rear side is a third oil passage formed in the sleeve member 520 as shown in FIGS. 523 communicates.
- the first to third oil passages 521 to 523 formed in the sleeve member 520 are respectively passed through the oil passages formed in the inner cylinder portion 503 of the hub body 510 and the oil chamber defining member 430 of the hub member 500.
- the first engagement oil chamber 451, the second engagement oil chamber 452, or the engagement oil chamber 350 communicates with each other.
- the first in-shaft oil passage L1 (radial oil passage) corresponding to the first engagement oil chamber 451 of the clutch C4 and the first oil passage 521 of the sleeve member 520 are provided.
- the second rear side of the first rear communication portion, the second in-shaft oil passage L2 (radial oil passage) corresponding to the second engagement oil chamber 452 of the clutch C4, and the second oil passage 522 of the sleeve member 520 The communication portion and the third rear communication portion between the front axial oil passage L3a (radial oil passage communicating therewith) corresponding to the engagement oil chamber 350 of the clutch C3 and the third oil passage 523 of the sleeve member 520 are separated from each other in the axial direction of the input shaft 20i. That is, in the automatic transmission 20, the first to third rear communication portions are arranged in the order of the third rear communication portion, the first rear communication portion, and the second rear communication portion from the vehicle front side. .
- One seal member 70 is interposed between the communication portions so as to seal a gap between the input shaft 20 i and the sleeve member 520 of the hub member 500.
- the two seal members 70 are interposed so as to be separated from each other in the axial direction so as to seal a gap between the input shaft 20 i and the sleeve member 520. As shown in FIGS.
- the sleeve member 520 has an inner side, that is, an input shaft, between the two seal members 70 disposed between the first rear side communication portion and the third rear side communication portion.
- An oil passage 524 is formed which opens to 20i and communicates with a radial oil passage extending in the vicinity of the closing member 80 from the rear axial oil passage L3b of the third in-shaft oil passage L3.
- the inner cylindrical portion 503 and the cylindrical extension portion 509 of the hub main body 510 constituting the hub member 500 extend in the axial direction of the input shaft 20 i so as to communicate with the oil passage 524 of the sleeve member 520.
- An oil passage 530 is formed. As shown in FIG. 7, one end (the left end in FIG. 7) of the oil passage 530 formed between the hub main body 510 and the sleeve member 520 is the cylindrical extension 509 of the hub main body 510 (the annular portion 505). It is closed by a flange portion 527 that contacts one end surface (the left end surface in FIG. 7).
- the oil passage 530 whose one end is closed with respect to the hub member 500 is easily formed. It becomes possible. As shown in FIG. 7, the oil passage 530 communicates with both the cancel oil chamber 360 of the clutch C3 and the cancel oil chamber 460 of the clutch C4 through another oil passage formed in the hub member 500.
- the open end (the right end in FIG. 7 and the like) of the rear axial oil passage L3b of the third in-shaft oil passage L3 communicates with an oil passage L4 formed inside the intermediate shaft 20m. Furthermore, hydraulic oil (for example, drainage oil for lubrication / cooling) is supplied to the oil passage L4 of the intermediate shaft 20m from the hydraulic control device 60 through an oil passage formed in the transmission case 11, the output shaft 20o, and the like. Is done.
- the cancel oil chamber 360 of the clutch C3 and the cancel oil chamber 460 of the clutch C4 a region on the vehicle rear side with respect to the closing member 80 of the third in-shaft oil passage L3, that is, the rear axial oil passage L3b and the hub member.
- the hydraulic oil is supplied via 500 oil passages 530 and the like.
- the other end (right end in FIG. 7) of the oil passage 530 formed between the hub member 500, that is, the hub main body 510 and the sleeve member 520 is connected to the clutch C4 via the oil groove formed in the annular plate 506 described above.
- the hydraulic fluid circulation space 480 defined between the clutch drum 400 and the back surface of the piston 420 communicates.
- the hydraulic oil supplied from the rear axial oil passage L3b of the third in-shaft oil passage L3 to the oil passage 530 is also supplied to the hydraulic oil circulation space 480, and the hydraulic oil is supplied to the piston 420 of the clutch C4.
- the hydraulic oil supplied to the space 470 defined between the first cylindrical portion 501 and the cylindrical extension portion 425 of the piston 420 is fitted into the first cylindrical portion 501.
- the friction plate 410 fitted to the separator plate 415 and the clutch drum 400 can be used for lubrication and cooling.
- the oil hole 427 for introducing the hydraulic oil into the space 470 is formed. Since the oil hole 427 can be easily formed in the piston 420 by shortening the shaft length, it is not necessary to form a long oblique hole in the hub member 500. As a result, it is possible to ensure good performance of the clutch C4 while improving the workability of the piston 420 and the hub member 500 of the clutch C4.
- the first in-shaft oil passage of the input shaft 20i with respect to the engagement oil chamber 350 of the clutch C3 and the first and second engagement oil chambers 451 and 452 of the clutch C4.
- Hydraulic oil engagement hydraulic pressure
- the third in-shaft oil passage L3 is divided into two by a closing member 80 disposed in the middle, and the cancel oil chambers 360 and 460 of the clutches C3 and C4 are provided by the closing member 80 of the third in-shaft oil passage L3.
- hydraulic fluid is supplied via the rear axial oil passage L3b on the vehicle rear side.
- both the first and second engagement oil chambers 452 are supplied with hydraulic oil when the clutch C4 is engaged, the first front communication portion and the second front communication portion described above are used. Even if a small amount of hydraulic fluid circulates between the first rear communication portion and the second rear communication portion, the normal operation of the clutch C4 is not substantially impaired. Therefore, in the automatic transmission 20, the input shaft 20i, the stator shaft 14z, and the hub member are provided between the first front communication portion and the second front communication portion and between the first rear communication portion and the second rear communication portion.
- One seal member 70 is interposed so as to seal a gap between the 500 sleeve members 520.
- the clutch C3 and the clutch C4 are not always engaged at the same time, the first front side communication portion corresponding to the clutch C4 or the first front side communication portion corresponding to the clutch C3 and the third front side corresponding to the clutch C3. It is necessary to suppress the flow of hydraulic oil as much as possible between the communication portion and the third rear side communication portion. For this reason, in the automatic transmission 20, the input shaft 20i, the stator shaft 14z, and the sleeve are provided between the first front communication portion and the third front communication portion and between the first rear communication portion and the third rear communication portion. Two sealing members 70 are interposed in the axial direction so as to seal the gap with the member 520.
- stator shaft 14z is formed with a drain oil passage 14d that opens between two seal members 70 disposed between the first front side communication portion and the third front side communication portion
- the sleeve member 520 includes An oil passage 524 that opens between the two seal members 70 disposed between the first rear side communication portion and the third rear side communication portion is formed.
- hydraulic oil flows between the first front communication portion and the third front communication portion and between the first rear communication portion and the third rear communication portion by the two seal members 70. Distribution can be suppressed satisfactorily. Further, in the automatic transmission 20, even if a small amount of hydraulic fluid leaks between the first front communication portion and the third front communication portion, the drained hydraulic oil is formed on the stator shaft 14z. The oil can be collected in the oil passage 14d and guided to a place other than the first front communication portion and the third communication portion, that is, around the compound planetary gear train 25 (third and fourth planetary gears 23, 24).
- the leaked hydraulic oil is formed in the sleeve member 520. It can be collected inside and can be led to the cancel oil chambers 360, 460, the hydraulic oil circulation space 480, and the like.
- the clutches C3 and C4 can be smoothly operated while suppressing an increase in the number of members 70.
- the compound planetary gear train 25 of the automatic transmission 20 is used as an input element when the third sun gear 23s and the fourth sun gear 24s as non-rotatable elements are fixed non-rotatably by the brake B2.
- the power transmitted to the third carrier 23c is increased and transmitted to the third ring gear 23r and the fourth carrier 24c as the first output element and the fourth ring gear 24r as the second output element.
- the maximum rotational speeds of the first and second sun gears 21 s and 22 s (other rotational elements) of the first and second planetary gears 21 and 22 that are transmission targets (engagement targets) of the clutches C3 and C4 are shown in FIG. As shown in FIG. 3, it becomes the highest among the rotating elements constituting the automatic transmission 20.
- the fourth ring gear 24r of the compound planetary gear train 25 is selectively used as the first and second sun gears 21s and 22s of the first and second planetary gears 21 and 22.
- C4 is disposed on the side of the compound planetary gear train 25 in the axial direction from the first and second planetary gears 21 and 22 and on the input shaft 20i.
- the drum of the clutch C3 and the clutch C4 can be brought closer to the input shaft 20i (axial center).
- the hub member 500 (sleeve member 520) is rotatably supported by the outer peripheral surface of the input shaft 20i, so that the outer periphery of the hub member 500, that is, the first and second cylindrical portions 501 and 502, is the input shaft 20i (axial center). Therefore, it is possible to suppress the centrifugal force acting on the hub member 500 from being increased.
- the adoption of the oil passage structure using the input shaft 20i as described above means that the hub member 500 that functions as the drum of the clutch C3 and the clutch hub of the clutch C4, the clutch hub 300 of the clutch C3, and the clutch of the clutch C4 This is extremely useful for bringing the outer periphery of a component such as the drum 400 closer to the input shaft 20i (axial center).
- the hydraulic servo of the clutch C2 that is, the engagement oil chamber 210 of the clutch C2 receives hydraulic oil from the hydraulic oil supply oil passage 11L formed in the center support 11c without passing through the input shaft 20i. Supplied.
- the engagement oil chamber 610 of the brake B1 is defined between the piston 620 and the center support 11c that together with the engagement oil chamber constitute the hydraulic servo of the brake B1.
- the spread can be increased to improve the power transmission efficiency, that is, the fuel efficiency and acceleration performance of the vehicle, and the step ratio can be optimized to improve the shift feeling.
- the clutch C1 since the torque sharing of the clutch C1 can be reduced satisfactorily, the clutch C1 can be made compact in at least one of the axial direction and the radial direction. Therefore, according to the automatic transmission 20, it is possible to improve both power transmission efficiency and drivability, and to suppress an increase in the size of the entire apparatus.
- an engagement oil chamber 150 of the clutch C1 is defined and engaged by the clutch drum 110, the piston 120, and the output shaft 20o as an oil chamber defining portion that rotates integrally with the output shaft 20o.
- An oil passage 292 for supplying engagement oil pressure to the oil chamber 150 can be formed in the output shaft 20o, and the engagement oil chamber 150 and the oil passage 292 of the output shaft 20o can be directly communicated with each other. Accordingly, it is necessary to supply engagement hydraulic pressure from the compound planetary gear train 25 side (vehicle front side) to the engagement oil chamber 150 of the clutch C1 through long oil passages formed in the input shaft 20i and the intermediate shaft 20m.
- the engagement hydraulic pressure can be easily supplied to the engagement oil chamber 150 from the output shaft 20o side (the vehicle rear side).
- the number of seal members 170 (seal portions) can be reduced to reduce the amount of hydraulic oil. It is possible to satisfactorily suppress an increase in leakage and an increase in drag loss of the seal member 170.
- the shaft length of the clutch C4 can be shortened, and the arrangement space can be reduced.
- the hub member 500 is configured to be shared by the clutches C3 and C4, it is possible to reduce the arrangement space of the clutch C3. Therefore, in the automatic transmission 20, the enlargement of the entire apparatus can be satisfactorily suppressed.
- the automatic transmission 20 it is possible to suppress an increase in cost associated with an increase in outer diameter and strength of the input shaft 20i, thereby suppressing an increase in size and cost of the entire apparatus.
- the automatic transmission 20 can suppress an increase in size and cost associated with securing the strength of the hub member 500 of the clutches C3 and C4, the clutch hub 300, the clutch drum 400, and the like. The increase in size and cost increase of 20 can be suppressed.
- FIG. 9 is a schematic configuration diagram of a power transmission device 10B including an automatic transmission 20B as a transmission according to another embodiment of the present invention.
- the automatic transmission 20B of the power transmission device 10B shown in the figure includes the Simpson type compound planetary gear train 25 in the automatic transmission 20 described above, and includes two single-pinion type third and fourth planetary gears 23 and 24. This is equivalent to a so-called CR-CR type compound planetary gear train 25B.
- the meshing loss between the rotating elements of the compound planetary gear train 25B is reduced to further improve the power transmission efficiency, It is possible to improve the assemblability while reducing the number of parts and suppressing an increase in the weight of the entire apparatus.
- the fourth sun gear 24s of the fourth planetary gear 24 is composed of the compound planetary gear train 25B corresponding to the seventh rotating element (second fixable element) of the automatic transmission 20B. Acts as a fixable element.
- the third ring gear 23r of the third planetary gear 23 and the fourth carrier 24c of the fourth planetary gear 24 are integrally connected (always connected) and connected to the input shaft 20i ( Fixed).
- the third ring gear 23r and the fourth carrier 24c function as input elements of the compound planetary gear train 25B corresponding to the eighth rotation element (second input element) of the automatic transmission 20B.
- the third carrier 23c of the third planetary gear 23 and the fourth ring gear 24r of the fourth planetary gear 24 are integrally connected (always connected) as shown in FIG. And coaxial).
- the third carrier 23c and the fourth ring gear 24r that are always connected in this manner function as the first output element of the compound planetary gear train 25B corresponding to the ninth rotation element (third output element) of the automatic transmission 20B.
- the third sun gear 23s of the third planetary gear 23 functions as a second output element of the compound planetary gear train 25B corresponding to the tenth rotation element (fourth output element) of the automatic transmission 20B.
- FIG. 10 is a schematic configuration diagram of a power transmission device 10C including an automatic transmission 20C as a multi-stage transmission according to still another embodiment of the present invention
- FIG. 11 is a cross-sectional view showing the automatic transmission 20C.
- the automatic transmission 20C of the power transmission device 10C shown in these drawings is obtained by replacing the Simpson type compound planetary gear train 25 with a Ravigneaux planetary gear mechanism 25C as a compound planetary gear train in the above-described automatic transmission 20.
- the Ravigneaux type planetary gear mechanism 25C includes a third sun gear 23s and a fourth sun gear 24s that are external gears, and a third ring gear 23r that is an internal gear disposed concentrically with the third and fourth sun gears 23s and 24s.
- a third carrier 23c that holds the plurality of third pinion gears 23p and the plurality of fourth pinion gears 24p so as to be rotatable (rotatable) and revolved.
- the third sun gear 23s, the third carrier 23c, the third and fourth pinion gears 23p, 24p, and the third ring gear 23r of the Ravigneaux type planetary gear mechanism 25C correspond to the third planetary gear 23 in the compound planetary gear trains 25, 25B. Constructs a double pinion planetary gear.
- the fourth sun gear 24s, the third carrier 23c, the fourth pinion gear 24p, and the third ring gear 23r of the Ravigneaux type planetary gear mechanism 25C are a single pinion type corresponding to the fourth planetary gear 24 in the compound planetary gear trains 25 and 25B. Construct a planetary gear.
- the Ravigneaux type planetary gear mechanism 25C has a gear ratio of the double pinion type planetary gear as the third planetary gear (the number of teeth of the third sun gear 23s / the number of teeth of the third ring gear 23r) described above.
- FIG. 12 is a velocity diagram showing the ratio of the rotational speed of each rotary element to the input rotational speed in the automatic transmission 20C of FIG.
- the fourth sun gear 24s of the Ravigneaux type planetary gear mechanism 25C can be fixed (connected) non-rotatably to the transmission case 11 by the brake B2, and the automatic transmission 20C It functions as a fixable element of the Ravigneaux type planetary gear mechanism 25C corresponding to the seventh rotation element (second fixable element).
- the third carrier 23c of the Ravigneaux type planetary gear mechanism 25C is always connected (fixed) to the input shaft 20i. When power is transmitted from the engine or the like to the input shaft 20i, the third carrier 23c is supplied with the engine or the like.
- the third carrier 23c functions as an input element of the Ravigneaux type planetary gear mechanism 25C corresponding to the eighth rotation element (second input element) of the automatic transmission 20C.
- the third ring gear 23r of the third planetary gear 23 functions as a first output element of a Ravigneaux type planetary gear mechanism 25C corresponding to the ninth rotating element (third output element) of the automatic transmission 20C.
- the third sun gear 23s of the Ravigneaux planetary gear mechanism 25C functions as a second output element of the Ravigneaux planetary gear mechanism 25C corresponding to the tenth rotating element (fourth output element) of the automatic transmission 20C.
- the Ravigneaux planetary gear mechanism 25C which is a compound planetary gear train constructed by combining the double pinion planetary gear (third planetary gear) and the single pinion planetary gear (fourth planetary gear) as described above. Also in the transmission 20C, it is possible to improve the assembling property while reducing the number of parts and suppressing an increase in the weight of the entire apparatus.
- the Ravigneaux planetary gear mechanism 25c is transmitted to the third carrier 23c as the input element when the fourth sun gear 24s as the fixable element is fixed to be non-rotatable by the brake B2.
- the power is increased and transmitted to the third ring gear 23r as the first output element and the third sun gear 23s as the second output element.
- the diameter is smaller than that of the third ring gear 23r as the first output element, and the strength is higher.
- the maximum rotation speed of the third sun gear 23s as the second output element that can be easily secured increases.
- the third sun gear 23s as the second output element is larger than the automatic transmission 20 that is the second output element in which the large-diameter fourth ring gear 24r rotates at a higher speed than the first output element.
- An increase in dimensions (outer diameter, thickness, etc.), that is, an increase in weight associated with securing the strength of components such as the clutch hub, piston, and cancel plate of the clutch C3 that rotates integrally with the clutch C3 can be suppressed.
- the inertia at the time of rotation of the third sun gear 23s and the member rotating integrally with the third sun gear 23s can be satisfactorily reduced, and the transmission performance of the automatic transmission 20C can be improved.
- the clutch C3 corresponding to the third sun gear 23s rotating at a high speed is the same as the third sun gear 23s having a small diameter as described above, and the first planetary gear 21 having a small diameter and being always connected.
- the first sun gear 21s and the second sun gear 22s of the second planetary gear 22 are connected / disconnected.
- At least one of the clutches C1 to C4 and the brakes B1 and B2 may be a meshing engagement element such as a dog clutch or a dog brake.
- a dog brake is employed as the brake B1 that is continuously engaged in the formation of the first forward speed to the fourth forward speed and is engaged in the formation of the reverse speed. May be.
- the gear ratios ⁇ 1 to ⁇ 4 of the first to fourth planetary gears 21 to 24 are not limited to those exemplified in the above description.
- At least one of the first and second planetary gears 21 and 22 may be a double pinion type planetary gear, and the compound planetary gear train is not a Simpson type, CR-CR type, or Ravigneaux type. It may be of the form
- the structure around the clutches C3 and C4 described above can also be applied to an automatic transmission in which the two connection objects (engagement objects) of the clutch C3 and the two connection objects (engagement objects) of the clutch C4 are all different. Needless to say.
- the above-described automatic transmissions 20 to 20C may be used as a transmission mounted on a front wheel drive vehicle.
- the present invention can be used in the transmission manufacturing industry and the like.
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Abstract
Description
原動機から入力軸に伝達された動力を変速して出力軸に伝達する変速装置において、
入力要素と、固定可能要素と、第1出力要素および第2出力要素とを有する複合遊星歯車機構と、
前記複合遊星歯車機構と同軸かつ軸方向に並ぶように配置され、それぞれ複数の回転要素を有する第1遊星歯車および第2遊星歯車と、
前記複合遊星歯車機構の前記固定可能要素をケースに接続して回転不能に固定すると共に、前記固定可能要素を回転自在に解放するブレーキと、
前記第1出力要素と前記第1および第2遊星歯車の回転要素の少なくとも何れか1つとを互いに接続すると共に両者の接続を解除する第1クラッチと、
前記第2出力要素と前記第1および第2遊星歯車の回転要素の少なくとも何れか1つとを互いに接続すると共に両者の接続を解除する第2クラッチと、
備え、
前記複合遊星歯車機構は、前記固定可能要素が前記ブレーキにより回転不能に固定された際に前記入力要素に伝達された動力を増速して前記第1および第2出力要素に伝達し、
前記第1および第2クラッチは、前記第1および第2遊星歯車機構よりも軸方向における前記複合遊星歯車機構側に配置されることを特徴とする。
Claims (16)
- 原動機から入力軸に伝達された動力を変速して出力軸に伝達する変速装置において、
入力要素と、固定可能要素と、第1出力要素および第2出力要素とを有する複合遊星歯車機構と、
前記複合遊星歯車機構と同軸かつ軸方向に並ぶように配置され、それぞれ複数の回転要素を有する第1遊星歯車および第2遊星歯車と、
前記複合遊星歯車機構の前記固定可能要素をケースに接続して回転不能に固定すると共に、前記固定可能要素を回転自在に解放するブレーキと、
前記第1出力要素と前記第1および第2遊星歯車の回転要素の少なくとも何れか1つとを互いに接続すると共に両者の接続を解除する第1クラッチと、
前記第2出力要素と前記第1および第2遊星歯車の回転要素の少なくとも何れか1つとを互いに接続すると共に両者の接続を解除する第2クラッチと、
備え、
前記複合遊星歯車機構は、前記固定可能要素が前記ブレーキにより回転不能に固定された際に前記入力要素に伝達された動力を増速して前記第1および第2出力要素に伝達し、
前記第1および第2クラッチは、前記第1および第2遊星歯車機構よりも軸方向における前記複合遊星歯車機構側に配置されることを特徴とする変速装置。 - 請求項1に記載の変速装置において、
前記第2遊星歯車は、前記第1遊星歯車よりも前記複合遊星歯車機構側に配置され、
前記第1クラッチは、前記第1出力要素と前記第2遊星歯車の何れか1つの回転要素とを互いに接続すると共に両者の接続を解除し、
前記第2クラッチは、前記第2出力要素と前記第2遊星歯車の何れか1つの回転要素とを互いに接続すると共に両者の接続を解除し、
前記第1および第2クラッチは、前記第2遊星歯車よりも前記複合遊星歯車機構側に配置されることを特徴とする変速装置。 - 請求項2に記載の変速装置において、
前記第2クラッチは、前記第2出力要素と、前記第1クラッチにより前記第1出力要素と接続される前記第2遊星歯車の前記回転要素とを接続することを特徴とする変速装置。 - 請求項3に記載の変速装置において、
前記複合遊星歯車機構の前記第1出力要素と、前記第1クラッチにより前記出力要素に接続され、かつ前記第2クラッチにより前記第2出力要素に接続される前記回転要素とは異なる前記第2遊星歯車の回転要素とを互いに接続すると共に両者の接続を解除する第3クラッチを更に備え、
前記第3クラッチは、前記第2遊星歯車よりも前記複合遊星歯車機構側に配置されることを特徴とする変速装置。 - 請求項4に記載の変速装置において、
前記ケースには、前記複合遊星歯車機構と前記第1および第2遊星歯車との間に位置する中央壁部が設けられており、
前記第3クラッチは、少なくとも摩擦係合プレートおよび前記摩擦係合プレートを押圧するピストンを含む油圧サーボを有し、
前記第3クラッチの前記油圧サーボには、前記中央壁部に形成された作動油供給油路から前記入力軸を介することなく作動油が供給されることを特徴とする変速装置。 - 請求項4または5に記載の変速装置において、
少なくとも摩擦係合プレートおよび前記摩擦係合プレートを押圧するピストンを有すると共に、前記第3クラッチにより前記第1出力要素に接続される前記第2遊星歯車の前記回転要素を前記ケースに接続して回転不能に固定する第2ブレーキを更に備え、
前記ケースには、前記複合遊星歯車機構と前記第1および第2遊星歯車との間に位置する中央壁部が設けられており、
前記第2ブレーキの前記ピストンと前記中央壁部との間に該第2ブレーキの係合油室が画成されることを特徴とする変速装置。 - 請求項1から6の何れか一項に記載の変速装置において、
前記第1および第2クラッチは、少なくとも摩擦係合プレートおよび前記摩擦係合プレートを押圧するピストンを含むと共に前記入力軸上に配置された油圧サーボをそれぞれ有し、
前記第1および第2クラッチの前記油圧サーボには、前記ケースに形成された作動油供給油路から前記入力軸に形成された軸内油路を介して作動油が供給されることを特徴とする変速装置。 - 請求項1から7の何れか一項に記載の変速装置において、
前記第1遊星歯車の何れか1つの回転要素と前記出力軸とを互いに接続すると共に両者の接続を解除する第4クラッチを更に備え、
前記第2遊星歯車は、前記出力軸と常時連結される回転要素と、前記第4クラッチにより前記出力軸に接続される前記回転要素とは異なる前記第1遊星歯車の回転要素と常時連結される回転要素とを有することを特徴とする変速装置。 - 請求項8に記載の変速装置において、
前記第4クラッチは、少なくとも摩擦係合プレートおよび前記摩擦係合プレートを押圧するピストンを有し、
前記第4クラッチの前記ピストンと前記出力軸との間には、該出力軸に形成された軸内油路を介して作動油が供給される該第4クラッチの係合油室が画成されることを特徴とする変速装置。 - 請求項1から9の何れか一項に記載の変速装置において、
前記複合遊星歯車機構は、それぞれ3つの回転要素を有する第3および第4遊星歯車を含み、前記第3遊星歯車の何れか2つの回転要素のそれぞれを前記第4遊星歯車の何れか2つの回転要素の対応する1つに常時連結することにより構成されることを特徴とする変速装置。 - 請求項1から10の何れか一項に記載の変速装置において、
前記第1遊星歯車は、速度線図上でギヤ比に対応した間隔をおいて順番に並ぶ第1回転要素、第2回転要素および第3回転要素を有し、
前記第2遊星歯車は、速度線図上でギヤ比に対応した間隔をおいて順番に並ぶ第4回転要素、第5回転要素および第6回転要素を有し、
前記第1遊星歯車の前記第1回転要素と前記第2遊星歯車の前記第4回転要素とは常時連結されており、
前記第1遊星歯車の前記第2回転要素および前記複合遊星歯車機構の前記入力要素は前記入力軸に常時連結されており、
前記第2遊星歯車の前記第5回転要素は前記出力軸に常時連結されており、
前記第1クラッチは、常時連結された前記第1遊星歯車の前記第1回転要素および前記第2遊星歯車の前記第4回転要素と、前記複合遊星歯車機構の前記第1出力要素とを互いに接続すると共に、両者の接続を解除し、
前記第2クラッチは、常時連結された前記第1遊星歯車の前記第1回転要素および前記第2遊星歯車の前記第4回転要素と、前記複合遊星歯車機構の前記第2出力要素とを互いに接続すると共に、両者の接続を解除し、
前記第2遊星歯車の前記第6回転要素と前記複合遊星歯車機構の前記第1出力要素とを互いに接続すると共に、両者の接続を解除する第3クラッチと、常時連結された前記出力要素および前記第2遊星歯車の前記第5回転要素と、前記第1遊星歯車の前記第3回転要素とを互いに接続すると共に、両者の接続を解除する第4クラッチと、前記第2遊星歯車の前記第6回転要素を回転不能に固定すると共に、前記第6回転要素を回転自在に解放する第2ブレーキとを更に備えることを特徴とする変速装置。 - 請求項11に記載の変速装置において、
前記第1クラッチ、前記第2クラッチおよび前記第2ブレーキの係合により前進第1速段が形成され、
前記第1クラッチ、前記第1ブレーキおよび前記第2ブレーキの係合により前進第2速段が形成され、
前記第2クラッチ、前記第1ブレーキおよび前記第2ブレーキの係合により前進第3速段が形成され、
前記第4クラッチ、前記第1ブレーキおよび前記第2ブレーキの係合により前進第4速段が形成され、
前記第2クラッチ、前記第4クラッチおよび前記第1ブレーキの係合により前進第5速段が形成され、
前記第1クラッチ、前記第4クラッチおよび前記第1ブレーキの係合により前進第6速段が形成され、
前記第1クラッチ、前記第3クラッチおよび前記第4クラッチの係合により前進第7速段が形成され、
前記第3クラッチ、前記第4クラッチおよび前記第1ブレーキの係合により前進第8速段が形成され、
前記第1クラッチ、前記第3クラッチおよび前記第1ブレーキの係合により前進第9速段が形成され、
前記第2クラッチ、前記第3クラッチおよび前記第1ブレーキの係合により前進第10速段が形成され、
前記第2クラッチ、前記第3クラッチおよび前記第2ブレーキの係合により後進段が形成されることを特徴とする変速装置。 - 請求項1から12の何れか一項に記載の変速装置において、
前記複合遊星歯車機構は、第3サンギヤと、第3リングギヤと、それぞれ前記第3サンギヤおよび前記第3リングギヤに噛合する複数の第3ピニオンギヤを自転自在かつ公転自在に保持する第3キャリヤとを有するシングルピニオン式の第3遊星歯車と、第4サンギヤと、第4リングギヤと、それぞれ前記第4サンギヤおよび前記第4リングギヤに噛合する複数の第4ピニオンギヤを自転自在かつ公転自在に保持する第4キャリヤとを有するシングルピニオン式の第4遊星歯車とを含み、
前記固定可能要素は、常時連結された前記第3サンギヤおよび前記第4サンギヤであり、前記入力要素は、前記第3キャリヤであり、前記第1出力要素は、常時連結された前記第3リングギヤおよび前記第4キャリヤであり、前記第2出力要素は、前記第4リングギヤであることを特徴とする変速装置。 - 請求項1から12の何れか一項に記載の変速装置において、
前記複合遊星歯車機構は、第3サンギヤと、第3リングギヤと、それぞれ前記第3サンギヤおよび前記第3リングギヤに噛合する複数の第3ピニオンギヤを自転自在かつ公転自在に保持する第3キャリヤとを有するシングルピニオン式の第3遊星歯車と、第4サンギヤと、第4リングギヤと、それぞれ前記第4サンギヤおよび前記第4リングギヤに噛合する複数の第4ピニオンギヤを自転自在かつ公転自在に保持する第4キャリヤとを有するシングルピニオン式の第4遊星歯車とを含み、
前記固定可能要素は、前記第4サンギヤであり、前記入力要素は、常時連結された前記第3リングギヤおよび前記第4キャリヤであり、前記第1出力要素は、常時連結された前記第3キャリヤおよび前記第4リングギヤであり、前記第2出力要素は、前記第3サンギヤであることを特徴とする変速装置。 - 請求項1から12の何れか一項に記載の変速装置において、
前記複合遊星歯車機構は、第3サンギヤと、第4サンギヤと、前記第3サンギヤに噛合する第3ピニオンギヤと、前記第4サンギヤに噛合すると共に前記第3ピニオンギヤに噛合する第4ピニオンギヤと、前記第3および第4ピニオンギヤを自転自在かつ公転自在に保持する第3キャリヤと、前記第4ピニオンギヤに噛合する第3リングギヤとを有するラビニヨ式遊星歯車であり、
前記固定可能要素は、前記第4サンギヤであり、前記入力要素は、前記第4キャリヤであり、前記第1出力要素は、前記第3リングギヤであり、前記第2出力要素は、前記第3サンギヤであることを特徴とする変速装置。 - 請求項1から15の何れか一項に記載の変速装置において、
前記出力軸は、デファレンシャルギヤを介して車両の後輪に連結されることを特徴とする変速装置。
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KR101592368B1 (ko) | 2011-07-27 | 2016-02-11 | 현대자동차주식회사 | 차량용 자동변속기의 유성기어트레인 |
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2013
- 2013-11-29 JP JP2013248653A patent/JP6232979B2/ja not_active Expired - Fee Related
-
2014
- 2014-09-05 WO PCT/JP2014/073519 patent/WO2015034057A1/ja active Application Filing
- 2014-09-05 CN CN201480045316.0A patent/CN105473894B/zh active Active
- 2014-09-05 US US14/908,806 patent/US9784345B2/en active Active
- 2014-09-05 KR KR1020167000262A patent/KR20160054453A/ko not_active Application Discontinuation
- 2014-09-05 EP EP14842944.2A patent/EP3002483A4/en not_active Withdrawn
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US9945449B2 (en) | 2015-10-27 | 2018-04-17 | Ford Global Technologies, Llc | Multi-speed transmission |
Also Published As
Publication number | Publication date |
---|---|
EP3002483A4 (en) | 2017-03-22 |
JP2015072061A (ja) | 2015-04-16 |
CN105473894B (zh) | 2018-07-03 |
EP3002483A1 (en) | 2016-04-06 |
CN105473894A (zh) | 2016-04-06 |
JP6232979B2 (ja) | 2017-11-22 |
US9784345B2 (en) | 2017-10-10 |
KR20160054453A (ko) | 2016-05-16 |
US20160160964A1 (en) | 2016-06-09 |
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