WO2018030029A1

WO2018030029A1 - Automatic transmission

Info

Publication number: WO2018030029A1
Application number: PCT/JP2017/024419
Authority: WO
Inventors: 堅一渡邊; 徹五藤
Original assignee: ジヤトコ株式会社
Priority date: 2016-08-12
Filing date: 2017-07-04
Publication date: 2018-02-15
Also published as: JP2019203512A

Abstract

An automatic transmission is provided with multiple planet gears (PG1), (PG2), (PG3) and (PG4), which are aligned along an input shaft (IN), and multiple friction elements (B1), (B2), (B3), (K1), (K2) and (K3), which are gear change elements, inside the case of a transmission case (1). In said automatic transmission (A1), the multiple friction elements (B1), (B2), (B3), (K1), (K2) and (K3) are disposed in radial direction spaces (S1) and (S2) formed between the outer circumferences of the multiple planet gears (PG1), (PG2), (PG3) and (PG4) and the inner surface of the transmission case (1). In the transmission case (1), a first intermediate wall (13) is formed protruding radially inward from the inner surface of the case between a unit front end wall (11) and a unit back end wall (12). A transmission output part connected to a third carrier (C3) of the third planet gear (PG3) is an output gear (OPG), and the output gear (OPG) is supported so as to be rotatable with respect to the first intermediate wall (13). Said configuration makes the transmission unit more compact in the shaft direction and makes mounting in FF vehicles possible.

Description

Automatic transmission

The present invention relates to an automatic transmission that includes a plurality of planetary gears and a plurality of friction elements in a case of a transmission case to achieve a plurality of shift stages.

Conventionally, an automatic transmission that uses three brakes and three clutches as friction elements for four single pinion planetary gears, and achieves a forward 9-speed shift stage by combining three of the six friction elements at the same time. Is known (see, for example, Patent Document 1).

However, in the conventional automatic transmission, a clutch and a brake are arranged in series in the axial direction with respect to the planetary gear, and a transmission output unit connected to the third carrier of the third planetary gear is provided. The output shaft is connected to the third carrier and is output from the rear end of the unit. For this reason, the overall length of the unit becomes long, and the downsizing in the axial direction cannot be achieved, and it is difficult to mount the automatic transmission on an FF vehicle that is horizontally disposed (arranged in the vehicle width direction). Yes.

Japanese Patent No. 5492217

The present invention has been made paying attention to the above-described problems, and aims to provide an automatic transmission that can be compactly mounted in an FF vehicle while being made compact in the axial direction of the transmission unit.

In order to achieve the above object, the present invention includes a plurality of planetary gears arranged along the input shaft and a plurality of friction elements as transmission elements in the case of the transmission case. Among the plurality of friction elements, a plurality of shift speeds are achieved by an engagement rule that varies the elements to be fastened for each shift speed.
In this automatic transmission, the plurality of friction elements are arranged in a radial space region formed between the outer peripheral portions of the plurality of planetary gears and the inner surface of the transmission case.
Of the transmission case, an intermediate wall is formed by projecting inward from the inner surface of the case between the unit front end wall and the unit rear end wall. Among the plurality of planetary gears, a transmission output portion connected to the output rotation member is used as an output gear, and the output gear is rotatably supported with respect to the intermediate wall.

In this way, by arranging a plurality of friction elements in the radial space region of the outer peripheral part of the planetary gear and making the transmission output part an output gear supported by the intermediate wall, the transmission unit can be made compact in the axial direction. In addition to being able to plan, it can be mounted on an FF vehicle.

1 is an overall configuration diagram showing an overall unit configuration of an automatic transmission according to Embodiment 1. FIG. It is a fastening table | surface figure which shows the fastening state in each gear stage of the some friction element with which the automatic transmission of Example 1 is equipped. It is a shift map figure which shows an example of the shift map in the automatic transmission of Example 1. FIG. FIG. 3 is an enlarged configuration diagram illustrating a main configuration of a unit of the automatic transmission according to the first embodiment. It is a skeleton figure which shows the automatic transmission of a comparative example. It is a whole block diagram which shows the whole unit structure of the automatic transmission of Example 2. It is an enlarged block diagram which shows the unit principal part structure of the automatic transmission of Example 2. FIG. FIG. 6 is an overall configuration diagram illustrating an overall unit configuration of an automatic transmission according to a third embodiment. FIG. 6 is an enlarged configuration diagram illustrating a main configuration of a unit of an automatic transmission according to a third embodiment.

Hereinafter, the best mode for realizing the automatic transmission of the present invention will be described based on Examples 1 to 3 shown in the drawings.

First, the configuration will be described.
The automatic transmission according to the first embodiment realizes a shift speed of 9 forward speeds and 1 reverse speed, and is applied to an FF engine vehicle, an FF hybrid vehicle, and the like. Hereinafter, the configuration of the automatic transmission according to the first embodiment will be described by dividing it into “entire unit configuration” and “unit main unit configuration”.

[Overall unit configuration]
FIG. 1 shows an overall unit configuration of an automatic transmission A1 according to the first embodiment, FIG. 2 shows a fastening state of each of a plurality of friction elements provided in the automatic transmission A1, and FIG. 3 shows an automatic transmission. An example of the shift map in the machine A1 is shown. The overall unit configuration will be described below with reference to FIGS.
As shown in FIG. 1, the automatic transmission A1 according to the first embodiment includes a plurality of planetary gears PG1, PG2, PG3, and PG4 that are aligned and arranged along the input shaft IN in the case of the transmission case 1. A plurality of friction elements B1, B2, B3, K1, K2, and K3.

As a plurality of planetary gears constituting the gear train, the first planetary gear PG1, the second planetary gear PG2, the third planetary gear PG3, and the fourth planetary gear PG4 are sequentially arranged from the input side (left side in FIG. 1). , Are aligned.

The first planetary gear PG1 is a single pinion type planetary gear, and includes a first sun gear S1, a first carrier C1 that supports a pinion that meshes with the first sun gear S1, and a first ring gear R1 that meshes with the pinion.

The second planetary gear PG2 is a single pinion type planetary gear, and includes a second sun gear S2, a second carrier C2 that supports the pinion that meshes with the second sun gear S2, and a second ring gear R2 that meshes with the pinion.

The third planetary gear PG3 is a single pinion type planetary gear, and includes a third sun gear S3, a third carrier C3 that supports the pinion that meshes with the third sun gear S3, and a third ring gear R3 that meshes with the pinion.

The fourth planetary gear PG4 is a single pinion type planetary gear, and includes a fourth sun gear S4, a fourth carrier C4 that supports a pinion that meshes with the fourth sun gear S4, and a fourth ring gear R4 that meshes with the pinion. .

As shown in FIG. 1, the automatic transmission A1 according to the first embodiment includes an input shaft IN, an output gear OPG, and a first gear as members connected to rotating members of a plurality of planetary gears PG1, PG2, PG3, and PG4. The connecting member M1, the second connecting member M2, and the transmission case 1 are provided. The first brake B1, the second brake B2, the third brake B3, the first clutch K1, the second clutch K2, and the third clutch K3 are a plurality of friction elements that are engaged / released by the shift. , Is arranged.

The input shaft IN is a shaft to which a driving force from a driving source is input and is disposed so as to penetrate all of the planetary gears PG1, PG2, PG3, and PG4 in the transmission case 1, and the first sun gear S1 and the fourth shaft Always connected to carrier C4. The input shaft IN is connected to the first carrier C1 through the second clutch K2 so as to be connected and disconnected.

The output gear OPG is a gear that outputs the driving force shifted to the driving wheel via a final gear, a differential gear, left and right drive shafts, etc., not shown, and is always connected to the third carrier C3. The output gear OPG is connected to the fourth ring gear R4 via the first clutch K1 so as to be connected and disconnected.

The first connecting member M1 is a member that always connects the first ring gear R1 of the first planetary gear PG1 and the second carrier C2 of the second planetary gear PG2 without interposing a friction element. The second connecting member M2 always connects the second ring gear R2 of the second planetary gear PG2, the third sun gear S3 of the third planetary gear PG3, and the fourth sun gear S4 of the fourth planetary gear PG4 without interposing a friction element. The member to be linked.

The first brake B1 is a friction element that can lock the rotation of the first carrier C1 with respect to the transmission case 1. The second brake B2 is a friction element that can lock the rotation of the third ring gear R3 with respect to the transmission case 1. The third brake B3 is a friction element that can lock the rotation of the second sun gear S2 with respect to the transmission case 1.

The first clutch K1 is a friction element that selectively connects the fourth ring gear R4 and the output gear OPG. The second clutch K2 is a friction element that selectively connects the input shaft IN and the first carrier C1. The third clutch K3 is a friction element that selectively connects the first carrier C1 and the second connection member M2.

In the automatic transmission A1, a shift configuration that establishes each shift stage will be described based on FIG. 2 showing a fastening table that achieves the ninth forward speed and the first reverse speed by combining three of the six friction elements simultaneously. .

The first speed (1st) is achieved by simultaneous engagement of the second brake B2, the third brake B3, and the third clutch K3, as shown in FIG. The second speed (2nd) is achieved by simultaneous engagement of the second brake B2, the second clutch K2, and the third clutch K3, as shown in FIG. As shown in FIG. 2, the third speed (3rd) is achieved by simultaneous engagement of the second brake B2, the third brake B3, and the second clutch C2. As shown in FIG. 2, the fourth speed (4th) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the first clutch K1. The fifth speed (5th) is achieved by simultaneous engagement of the third brake B3, the first clutch K1, and the second clutch K2, as shown in FIG. The first to fifth speeds described above are underdrive speeds with a reduction gear ratio with a gear ratio exceeding 1.

The sixth speed (6th) is achieved by simultaneous engagement of the first clutch K1, the second clutch K2, and the third clutch K3, as shown in FIG. As shown in FIG. 2, the seventh speed (7th) is achieved by simultaneous engagement of the third brake B3, the first clutch K1, and the third clutch K3. As shown in FIG. 2, the eighth speed (8th) is achieved by simultaneously engaging the first brake B1, the first clutch K1, and the third clutch K3. As shown in FIG. 2, the ninth speed (9th) is achieved by simultaneously engaging the first brake B1, the third brake B3, and the first clutch K1. As shown in FIG. 2, the reverse speed (Rev) is achieved by simultaneously engaging the first brake B1, the second brake B2, and the third brake B3. Of the above sixth to ninth gears, the sixth gear is a direct geared gear ratio = 1, and the seventh to ninth gears are gear ratios with a gear ratio of less than 1. Is the overdrive shift speed.

Further, when performing an upshift to an adjacent shift stage among the shift stages from the first speed stage to the ninth speed stage, or when performing a downshift, as shown in FIG. It is configured. That is, at the time of shifting to an adjacent gear, one of the three friction elements is released and one of the friction elements is engaged while the engagement of the two friction elements is maintained.

A shift map shown in FIG. 3 is stored and set in the AT controller (not shown), and a shift by switching the shift stage from the first speed stage to the ninth speed stage is performed according to this shift map. Is called. In FIG. 3, a solid line indicates an upshift line, and a broken line indicates a downshift line. That is, when the operating point (VSP, APO) at that time crosses the upshift line, an upshift gear shift command is issued, and when the operating point (VSP, APO) crosses the downshift line, a downshift gearshift command is issued. . For example, in a traveling scene in which the accelerator opening APO is constant and the vehicle speed VSP gradually increases, the driving point (VSP, APO) crosses the upshift line one after another as the vehicle speed VSP increases so An upshift is performed. For example, in a traveling scene in which the accelerator pedal opening APO is increased by the accelerator depressing operation while the vehicle speed VSP is constant, the driving point (VSP, APO) continuously crosses the downshift line as the accelerator opening APO increases. A step-down downshift is performed to downshift to.

[Unit structure]
FIG. 4 shows a main configuration of the unit of the automatic transmission A1 according to the first embodiment. Hereinafter, the configuration of the main part of the unit will be described with reference to FIGS. 1 and 4.

The plurality of friction elements B1, B2, B3, K1, K2, and K3 are formed between the outer peripheral portions of the plurality of planetary gears PG1, PG2, PG3, and PG4 and the inner surface of the transmission case 1, as shown in FIG. The radial space regions S1 and S2 are arranged. The radial space region formed between the outer peripheral portions of the planetary gears PG1, PG2, PG3, and PG4 and the inner surface of the transmission case 1 is a radial space region on the planetary gears PG1 and PG2 side by the first intermediate wall 13. S1 and a radial space region S2 on the planetary gears PG3, PG4 side are defined.

As shown in FIG. 1, the first intermediate wall 13 (an example of an intermediate wall) is formed so as to protrude in the inner diameter direction from the inner surface of the case between the unit front end wall 11 and the unit rear end wall 12 in the transmission case 1. ing. As shown in FIG. 4, the first intermediate wall 13 extends in the inner diameter direction from the inner surface of the transmission case 1 between the second planetary gear PG2 and the third planetary gear PG3 toward the input shaft IN. It has the partition part 13a and the gear support part 13b extended in an axial direction toward the 3rd planetary gear PG3 from the inner peripheral end of the partition part 13a.

As shown in FIGS. 1 and 4, the output gear OPG is a transmission output unit connected to the third carrier C3 of the third planetary gear PG3 that is an output rotation member, and the gear support unit of the first intermediate wall 13 The support cylindrical surface 13b is rotatably supported through a pair of

bearings

2 and 2.

As shown in FIG. 1, the second clutch K2 and the first brake B1 are arranged in a three-stage overlapping state in the radial direction in the radial space region S1 at the outer peripheral position of the first planetary gear PG1. The hydraulic chamber Pb1 of the first brake B1 is disposed at a position between the unit front end wall 11 and the first brake B1, and hydraulic oil is supplied through an oil passage formed in the unit front end wall 11. The hydraulic chamber Pk2 of the second clutch K2 is disposed at a position between the unit front end wall 11 and the first planetary gear PG1, and hydraulic oil is supplied through an oil passage formed in the unit front end wall 11. The second clutch K2 and the hub member 3 of the first brake B1 are shared.

As shown in FIGS. 1 and 4, the third clutch K3 and the third brake B3 are arranged in a three-stage overlapping state in the radial direction in the radial space region S1 at the outer peripheral position of the second planetary gear PG2. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2, and hydraulic oil is supplied through an oil passage formed on the input shaft IN. The hydraulic chamber Pb3 of the third brake B3 is disposed at the inner surface position of the transmission case 1, and hydraulic oil is supplied through an oil passage formed in the transmission case 1.

As shown in FIG. 1, the second brake B2 is arranged in a two-stage overlapping state in the radial direction in the radial space region S2 at the outer peripheral position of the third planetary gear PG3. The hydraulic chamber Pb 2 of the second brake B 2 is disposed at the inner surface position of the transmission case 1, and hydraulic oil is supplied through an oil passage formed in the transmission case 1.

As shown in FIG. 1, the first clutch K 1 is arranged in a two-stage overlapping state in the radial direction in the radial space region S 2 at the outer peripheral position of the fourth planetary gear PG 4. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12, and hydraulic oil is supplied through an oil passage formed in the unit rear end wall 12.

In the axial arrangement configuration in the transmission case 1 of the automatic transmission A1, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2. The first intermediate wall 13 and the output gear OPG are disposed at a position between the second planetary gear PG2 and the third planetary gear PG3. The third planetary gear PG3 and the fourth planetary gear PG4 are arranged in an adjacent position. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.

Next, the operation will be described.
The operation of the automatic transmission A1 according to the first embodiment will be described by being divided into “required performance achievement operation for FF compactification” and “other characteristic operations in the automatic transmission”.

[Achieving required performance of FF compactification]
First, an automatic transmission AT (comparative example) that achieves a forward 9-speed gear ratio by combining three simultaneous engagements with the configuration of four planetary and six friction elements described in Japanese Patent No. 5492217 is shown in FIG. The skeleton configuration is as shown in

That is, in the axial arrangement configuration in the transmission case TC of the automatic transmission AT, the first brake B1 and the second clutch K2 are arranged at a position between the unit front end wall and the first planetary gear PG1. The third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2. The third brake B3 is disposed at a position between the second planetary gear PG2 and the third planetary gear PG3. The third planetary gear PG3 and the fourth planetary gear PG4 are arranged in an adjacent position. The output shaft OUT is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall.

Thus, with respect to the plurality of planetary gears PG1, PG2, PG3, and PG4, the second clutch K2, the third clutch K3, and the first brake B1, whose axial dimensions are lengthened by the multi-plate friction element structure, are set to the respective hydraulic pressures. The chambers are arranged in series in the axial direction. Further, the transmission output portion connected to the third carrier C3 of the third planetary gear PG3 is an output shaft OUT having one end connected to the third carrier C3 and the other end coming out of the case from the rear end of the unit. For this reason, the overall length of the unit becomes long, and it is difficult to achieve compactness in the axial direction, and it is difficult to mount the automatic transmission AT on an FF vehicle in which the automatic transmission AT is horizontally disposed (arranged in the vehicle width direction).

On the other hand, the present inventors have made it possible to shorten the overall unit length in the axial direction of the automatic transmission AT of the comparative example having a skeleton structure for the FR vehicle specification and to be mounted on the FF vehicle. We have studied earnestly. Then, paying attention to the second clutch K2, the third clutch K3, and the first brake B1 that are arranged in series in the axial direction with respect to the plurality of planetary gears PG1, PG2, PG3, and PG4, Attention was paid to the configuration between the third planetary gears PG3.

Therefore, in the automatic transmission A1 of the first embodiment, the second clutch K2, the third clutch K3, and the first brake B1 are disposed at the outer peripheral positions of the first planetary gear PG1 and the second planetary gear PG2, and the second planetary gear PG2 is disposed. And the third planetary gear PG3 are used as a setting space for the output gear OPG.

That is, a plurality of friction elements B1, B2, B3, K1, K2, and K3 are arranged in a radial space region formed between the outer peripheral portions of the plurality of planetary gears PG1, PG2, PG3, and PG4 and the inner surface of the transmission case 1. Arranged at S1 and S2. In the transmission case 1, a first intermediate wall 13 is formed so as to protrude from the inner surface of the case between the unit front end wall 11 and the unit rear end wall 12 in the inner diameter direction. Of the plurality of planetary gears PG1, PG2, PG3, and PG4, the transmission output unit connected to the third carrier C3 that is the output rotation member is an output gear OPG, and the output gear OPG is rotatable with respect to the first intermediate wall 13 It was set as the structure supported.

In this way, by arranging all of the plurality of friction elements B1, B2, B3, K1, K2, K3 in the radial space regions S1, S2 of the plurality of planetary gears PG1, PG2, PG3, PG4, a comparative example When compared with the above, the axial length occupied by the second clutch K2, the third clutch K3 and the first brake B1 is shortened. Then, the first intermediate wall 13 is formed by projecting inward from the inner surface of the case between the unit front end wall 11 and the unit rear end wall 12 of the transmission case 1, and the output gear OPG can be rotated with respect to the first intermediate wall 13. This makes it possible to install on FF vehicles.

Incidentally, the configuration in which the output gear OPG is rotatably supported with respect to the first intermediate wall 13 increases the axial length of the first intermediate wall 13, but when compared with the comparative example, the fourth planetary gear PG4 and the unit The output shaft OUT arranged at a position between the rear end wall is omitted. For this reason, the increase in the axial length by the first intermediate wall 13 is suppressed to the difference between the axial occupation width of the first intermediate wall 13 and the axial occupation width of the output shaft OUT.

As described above, the plurality of friction elements B1, B2, B3, K1, K2, and K3 are arranged in the radial space regions S1 and S2 of the outer peripheral portion of the planetary gears PG1, PG2, PG3, and PG4. Thus, the occupation of the axial space is eliminated, and the transmission unit can be made compact in the axial direction. At the same time, since the output gear OPG is supported by the first intermediate wall 13, the output direction is orthogonal to the input direction from the input shaft IN, and can be mounted on the FF vehicle. In addition, it is also possible to mount on FR vehicles and RR vehicles, and it does not prevent mounting on these vehicles.

[Other Characteristic Effects in Automatic Transmission of Embodiment 1]
In the first embodiment, in the transmission case 1, the rotation center axis position common to the plurality of planetary gears PG 1, PG 2, PG 3 and PG 4 is changed from one wall of the unit front end wall 11 and the unit rear end wall 12 to the other wall. On the other hand, it has an input shaft IN arranged through all the planetary gears PG1, PG2, PG3, PG4.
That is, when the input shaft IN is disposed, if the input shaft IN is disposed toward the unit rear end wall 12 through the unit front end wall 11, the unit front end wall 11 side (the left side in FIG. 1) is set as a drive source side such as an engine. (Example 1). Further, when the input shaft IN is disposed, the unit rear end wall 12 side (the right side in FIG. 1) is set as a drive source side such as an engine when the input shaft IN is disposed toward the unit front end wall 11 through the unit rear end wall 12. be able to. As a result, layout freedom is achieved when the automatic transmission A1 is mounted on the power unit room.

The first embodiment includes a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, and a fourth planetary gear PG4 arranged in order from the input side as a plurality of planetary gears. The plurality of friction elements include a first brake B1, a second brake B2, a third brake B3, a first clutch K1, a second clutch K2, and a third clutch K3. Among the plurality of friction elements B1, B2, B3, K1, K2, and K3, a forward nine-speed gear stage is achieved by a combination of differently engaged three elements for each gear stage. The output rotation member to which the output gear OPG is connected is defined as a third carrier C3 of the third planetary gear PG3.
In other words, the automatic transmission to which the transmission unit is made compact in the axial direction and can be mounted on the FF vehicle is an automatic transmission A1 that achieves a shift speed of 9 forward speeds by 4 planets and 6 elements.
Therefore, it is possible to provide the automatic transmission A1 that achieves the forward 9th speed as an automatic transmission that can be reduced in the axial direction of the transmission unit and can be mounted on the FF vehicle.

In the first embodiment, the second clutch K2 and the first brake B1 are arranged in a three-stage overlapping state in the radial direction at the outer peripheral position of the first planetary gear PG1. The hydraulic chamber Pk2 of the second clutch K2 is disposed at a position between the unit front end wall 11 and the first planetary gear PG1.
That is, the overall length of the transmission unit can be shortened by disposing the second clutch K2 and the first brake B1 at the outer peripheral position of the first planetary gear PG1. At the same time, the second clutch K2 and the first brake B1 are arranged at positions overlapping in the axial direction, so that the two hub members can be shared by the single hub member 3. Further, the hydraulic chamber Pk2 of the second clutch K2 is disposed at a position between the unit front end wall 11 and the first planetary gear PG1, thereby supplying hydraulic oil from the unit front end wall 11 to the second clutch K2. Can do.
Therefore, the overall length of the transmission unit can be shortened while reducing the number of parts of the second clutch K2 and the first brake B1 and the oil passage through the input shaft IN.

In the first embodiment, the third clutch K3 and the third brake B3 are arranged in a three-stage overlapping state in the radial direction at the outer peripheral position of the second planetary gear PG2.
Therefore, the total length of the transmission unit can be shortened by arranging the two friction elements of the third clutch K3 and the third brake B3 at the outer peripheral position of the second planetary gear PG2.

In the first embodiment, the third planetary gear PG3 and the fourth planetary gear PG4 are arranged at adjacent positions, and the first clutch K1 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the fourth planetary gear PG4. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
That is, the overall length of the transmission unit can be shortened by disposing the first clutch K1 at the outer peripheral position of the fourth planetary gear PG4. Further, the hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12, so that hydraulic oil is supplied from the unit rear end wall 12 to the first clutch K1. can do.
Therefore, the total length of the transmission unit can be shortened while reducing the oil passage through which the input shaft IN passes.

In the first embodiment, the intermediate wall has a partition wall 13a extending in the inner diameter direction from the inner surface of the transmission case 1 between the second planetary gear PG2 and the third planetary gear PG3 toward the input shaft IN, and the partition wall. A first intermediate wall 13 having a gear support portion 13b extending in the axial direction from the inner peripheral end of the portion 13a toward the third planetary gear PG3.
That is, since the intermediate wall is the first intermediate wall 13 having the partition wall portion 13a and the gear support portion 13b, the output gear OPG can be stably supported at a position adjacent to the third planetary gear PG3.

In the first embodiment, the second brake B2 is disposed in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear PG3. The first clutch K1 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the fourth planetary gear PG4.
That is, only one friction element is disposed at the outer peripheral positions of the third planetary gear PG3 and the fourth planetary gear PG4. For this reason, the case outer diameter size on the unit rear end wall 12 side is larger than the case outer diameter size on the unit front end wall 11 side where two friction elements are arranged at the outer peripheral positions of the first planetary gear PG1 and the second planetary gear PG2, respectively. Can be kept small.
Accordingly, the outer diameter of the transmission case 1 from the first intermediate wall 13 to the unit rear end wall 12 is reduced, so that interference with peripheral parts can be suppressed, and the mountability of the automatic transmission A1 in the power unit room is improved. can do.

In the first embodiment, in the axial arrangement configuration in the transmission case 1, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2. The first intermediate wall 13 and the output gear OPG are disposed at a position between the second planetary gear PG2 and the third planetary gear PG3. The third planetary gear PG3 and the fourth planetary gear PG4 are arranged in an adjacent position. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
That is, the axial dimensions in the transmission case 1 are the widths in the axial direction of the planetary gears PG1, PG2, PG3, PG4, the three hydraulic chambers Pk1, Pk2, Pk3, the first intermediate wall 13, and the output gear OPG. Will be determined by the total width.
Accordingly, the factor determining the axial dimension in the transmission case 1 does not include the axial width due to the friction elements B1, B2, B3, K1, K2, and K3, so that the transmission unit can be made compact in the axial direction. be able to.

Next, the effect will be described.
In the automatic transmission A1 of the first embodiment, the effects listed below can be obtained.

(1) In the case of the transmission case 1, a plurality of planetary gears PG1, PG2, PG3, PG4 arranged in alignment along the input shaft IN, and a plurality of friction elements B1, B2, B3, K1, as transmission elements K2, K3.
Among the plurality of friction elements B1, B2, B3, K1, K2, and K3, a plurality of shift speeds are achieved by an engagement rule that varies the elements to be engaged for each shift speed.
In the automatic transmission A1, a plurality of friction elements B1, B2, B3, K1, K2, and K3 are formed between the outer peripheral portions of the plurality of planetary gears PG1, PG2, PG3, and PG4 and the inner surface of the transmission case 1. The radial space regions S1 and S2 are arranged.
In the transmission case 1, an intermediate wall (first intermediate wall 13) is formed so as to protrude from the inner surface of the case between the unit front end wall 11 and the unit rear end wall 12 in the inner diameter direction.
Of the plurality of planetary gears PG1, PG2, PG3, PG4, the transmission output portion connected to the output rotation member (third carrier C3) is an output gear OPG, and the output gear OPG is an intermediate wall (first intermediate wall 13). It is supported so that it can rotate.
For this reason, the transmission unit can be made compact in the axial direction and can be mounted on the FF vehicle.

(2) In the transmission case 1, the rotation center axis position common to the plurality of planetary gears PG 1, PG 2, PG 3, and PG 4, from one wall of the unit front end wall 11 and the unit rear end wall 12 toward the other wall. It has an input shaft IN arranged through all the planetary gears PG1, PG2, PG3, PG4.
For this reason, in addition to the effect of (1), since either the unit front end wall 11 or the unit rear end wall 12 can be selected as the drive source side, the degree of freedom in layout can be increased when mounting in the power unit room. .

(3) As a plurality of planetary gears, a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, and a fourth planetary gear PG4 arranged in order from the input side are provided.
The plurality of friction elements include a first brake B1, a second brake B2, a third brake B3, a first clutch K1, a second clutch K2, and a third clutch K3.
Among the plurality of friction elements B1, B2, B3, K1, K2, and K3, a forward nine-speed gear stage is achieved by a combination of differently engaged three elements for each gear stage.
The output rotation member to which the output gear OPG is connected is defined as a third carrier C3 of the third planetary gear PG3.
For this reason, in addition to the effect of (2), an automatic transmission A1 that achieves a shift speed of nine forward speeds can be provided as an automatic transmission that can be compactly mounted in the axial direction of the transmission unit and mounted on an FF vehicle. .

(4) The second clutch K2 and the first brake B1 are arranged in a three-stage overlapping state in the radial direction at the outer peripheral position of the first planetary gear PG1.
The hydraulic chamber Pk2 of the second clutch K2 is disposed at a position between the unit front end wall 11 and the first planetary gear PG1.
For this reason, in addition to the effect of (3), the total length of the transmission unit can be shortened while reducing the number of parts of the second clutch K2 and the first brake B1 and the oil passage through the input shaft IN.

(5) The third clutch K3 and the third brake B3 are arranged in a three-stage overlapping state in the radial direction at the outer peripheral position of the second planetary gear PG2.
For this reason, in addition to the effect of (3) or (4), by arranging two friction elements, the third clutch K3 and the third brake B3, at the outer peripheral position of the second planetary gear PG2, the total length of the transmission unit. Can be shortened.

(6) The third planetary gear PG3 and the fourth planetary gear PG4 are arranged at adjacent positions, and the first clutch K1 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the fourth planetary gear PG4.
The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
For this reason, in addition to the effects (3) to (5), the total length of the transmission unit can be shortened while reducing the oil passage through the input shaft IN.

(7) A partition wall 13a extending from the inner surface of the transmission case 1 between the second planetary gear PG2 and the third planetary gear PG3 in the inner diameter direction toward the input shaft IN, and the partition wall 13a A first intermediate wall 13 having a gear support portion 13b extending in the axial direction from the inner peripheral end toward the third planetary gear PG3.
For this reason, in addition to the effects (3) to (6), the intermediate wall is the first intermediate wall 13 having the partition wall portion 13a and the gear support portion 13b, so that the adjacent position of the third planetary gear PG3 is obtained. The output gear OPG can be stably supported.

(8) The second brake B2 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear PG3.
The first clutch K1 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the fourth planetary gear PG4.
For this reason, in addition to the effect of (7), the outer diameter of the transmission case 1 extending from the first intermediate wall 13 to the unit rear end wall 12 is reduced, thereby improving the mountability of the automatic transmission A1 in the power unit room. can do.

(9) The axial arrangement configuration in the transmission case 1 is such that the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1.
The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2.
The first intermediate wall 13 and the output gear OPG are disposed at a position between the second planetary gear PG2 and the third planetary gear PG3.
The third planetary gear PG3 and the fourth planetary gear PG4 are arranged in an adjacent position.
The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
For this reason, in addition to the effect of (8), the factor determining the axial dimension in the transmission case 1 does not include the axial width due to the friction elements B1, B2, B3, K1, K2, and K3. The machine unit can be made compact in the axial direction.

Example 2 is an example in which the intermediate wall is a second intermediate wall 13 ′ having a function of passing an oil passage through the first intermediate wall 13.

First, the configuration will be described.
Since the overall unit configuration of the second embodiment is the same as that of the first embodiment, the illustration of FIGS. 2 and 3 and the description of the “whole unit configuration” are omitted, and the “unit main part configuration” will be described below. .

[Unit structure]
FIG. 6 shows the overall configuration of the unit of the automatic transmission A2 according to the second embodiment, and FIG. 7 shows the main configuration of the unit of the automatic transmission A2 according to the second embodiment. Hereinafter, the configuration of the main part of the unit will be described with reference to FIGS. 6 and 7.

The plurality of friction elements B1, B2, B3, K1, K2, and K3 are formed between the outer periphery of the plurality of planetary gears PG1, PG2, PG3, and PG4 and the inner surface of the transmission case 1, as shown in FIG. The radial space regions S1 and S2 are arranged. A radial space region formed between the outer periphery of the planetary gears PG1, PG2, PG3, and PG4 and the inner surface of the transmission case 1 is a radial space on the planetary gears PG1, PG2 side by the second intermediate wall 13 ′. An area S1 is defined as a radial space area S2 on the planetary gears PG3 and PG4 side.

As shown in FIG. 7, the second intermediate wall 13 ′ (an example of the intermediate wall) extends from the inner surface of the transmission case 1 between the second planetary gear PG2 and the third planetary gear PG3 toward the input shaft IN. A partition wall portion 13a extending in the inner diameter direction, a gear support portion 13b extending in the axial direction from the inner peripheral end of the partition wall portion 13a toward the third planetary gear PG3, and a second planetary gear PG2 from the inner peripheral end of the partition wall portion 13a. And an oil passage forming portion 13c extending in the axial direction.

As shown in FIGS. 6 and 7, the output gear OPG is a transmission output unit connected to the third carrier C3 of the third planetary gear PG3, which is an output rotating member, and supports the gear of the second intermediate wall 13 ′. It is rotatably supported via a pair of

bearings

2 and 2 with respect to the support cylindrical surface of the portion 13b.

In the radial space region S1 at the outer peripheral position of the first planetary gear PG1, as shown in FIG. 6, the second clutch K2 and the first brake B1 are arranged in a three-stage overlapping state in the radial direction. The hydraulic chamber Pb1 of the first brake B1 is disposed at a position between the unit front end wall 11 and the first brake B1, and hydraulic oil is supplied through an oil passage formed in the unit front end wall 11. The hydraulic chamber Pk2 of the second clutch K2 is disposed at a position between the unit front end wall 11 and the first planetary gear PG1, and hydraulic oil is supplied through an oil passage formed in the unit front end wall 11. The second clutch K2 and the hub member 3 of the first brake B1 are shared.

In the radial space region S1 at the outer peripheral position of the second planetary gear PG2, as shown in FIGS. 6 and 7, the third clutch K3 and the third brake B3 are arranged in a three-stage overlapping state in the radial direction. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the second planetary gear PG2 and the second intermediate wall 13 ′, and the hydraulic oil is supplied through the oil passage 4 formed in the second intermediate wall 13 ′. Supply. The hydraulic chamber Pb3 of the third brake B3 is disposed at the inner surface position of the transmission case 1, and hydraulic oil is supplied through an oil passage formed in the transmission case 1.

In the radial space region S2 at the outer peripheral position of the third planetary gear PG3, as shown in FIG. 6, the second brake B2 is arranged in a two-stage overlapping state in the radial direction. The hydraulic chamber Pb 2 of the second brake B 2 is disposed at the inner surface position of the transmission case 1, and hydraulic oil is supplied through an oil passage formed in the transmission case 1.

As shown in FIG. 6, the first clutch K1 is arranged in a two-stage overlapping state in the radial direction in the radial space region S2 at the outer peripheral position of the fourth planetary gear PG4. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12, and hydraulic oil is supplied through an oil passage formed in the unit rear end wall 12.

In the axial arrangement in the transmission case 1 of the automatic transmission A2, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1. The first planetary gear PG1 and the second planetary gear PG2 are aligned and arranged at adjacent positions. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the second planetary gear PG2 and the second intermediate wall 13 '. The output gear OPG is disposed at a position between the second intermediate wall 13 'and the third planetary gear PG3. The third planetary gear PG3 and the fourth planetary gear PG4 are arranged in an adjacent position. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.

Next, the operation of the second embodiment will be described.
In the second embodiment, the intermediate wall has a partition wall 13a extending in the inner diameter direction from the inner surface of the transmission case 1 between the second planetary gear PG2 and the third planetary gear PG3 toward the input shaft IN, and the partition wall. A gear support portion 13b extending in the axial direction from the inner peripheral end of the portion 13a toward the third planetary gear PG3, and an oil passage forming portion 13c extending in the axial direction from the inner peripheral end of the partition portion 13a toward the second planetary gear PG2. And a second intermediate wall 13 ′.
That is, since the intermediate wall is the second intermediate wall 13 ′ having the partition wall portion 13a, the gear support portion 13b, and the oil passage forming portion 13c, the output gear OPG is stabilized at the position adjacent to the third planetary gear PG3. The oil passage 4 to the third clutch K3 can be formed on the second intermediate wall 13 ′.

In the second embodiment, the second brake B2 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear PG3. The first clutch K1 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the fourth planetary gear PG4.
That is, since only one friction element is disposed at the outer peripheral positions of the third planetary gear PG3 and the fourth planetary gear PG4, the unit rear end wall 12 is determined from the case outer diameter of the unit front end wall 11 side. The case outer diameter of the side can be kept small.
Accordingly, the outer diameter of the transmission case 1 extending from the second intermediate wall 13 ′ to the unit rear end wall 12 is reduced, so that the mountability of the automatic transmission A2 in the power unit room can be improved.

In the second embodiment, in the axial arrangement configuration in the transmission case 1, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1.
The first planetary gear PG1 and the second planetary gear PG2 are aligned and arranged at adjacent positions. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the second planetary gear PG2 and the second intermediate wall 13 ′.
The output gear OPG is disposed at a position between the second intermediate wall 13 ′ and the third planetary gear PG3.
The third planetary gear PG3 and the fourth planetary gear PG4 are arranged in an adjacent position.
The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
That is, the axial dimensions in the transmission case 1 are the axial directions of the planetary gears PG1, PG2, PG3, PG4, the three hydraulic chambers Pk1, Pk2, Pk3, the second intermediate wall 13 ′, and the output gear OPG. It will be determined by the total width.
Accordingly, the factor determining the axial dimension in the transmission case 1 does not include the axial width due to the friction elements B1, B2, B3, K1, K2, and K3, so that the transmission unit can be made compact in the axial direction. be able to. Since other operations are the same as those of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the automatic transmission A2 in the second embodiment, the effects listed below can be obtained.

(10) A partition wall 13a extending from the inner surface of the transmission case 1 between the second planetary gear PG2 and the third planetary gear PG3 toward the input shaft IN in the inner diameter direction, and the partition wall 13a A gear support portion 13b extending in the axial direction from the inner peripheral end of the partition wall portion 13a to the third planetary gear PG3, an oil passage forming portion 13c extending in the axial direction from the inner peripheral end of the partition wall portion 13a toward the second planetary gear PG2, The second intermediate wall 13 ′ having
For this reason, in addition to the effects (3) to (6) of the first embodiment, the intermediate wall is the second intermediate wall 13 ′ having the partition wall portion 13a, the gear support portion 13b, and the oil passage forming portion 13c. The output gear OPG can be stably supported at a position adjacent to the third planetary gear PG3, and the oil path 4 to the third clutch K3 can be formed in the second intermediate wall 13 ′.

(11) The second brake B2 is disposed in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear PG3.
The first clutch K1 is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the fourth planetary gear PG3.
For this reason, in addition to the effect of (10), the outer diameter of the transmission case 1 from the second intermediate wall 13 'to the unit rear end wall 12 is reduced, so that the automatic transmission A2 can be mounted in the power unit room. Can be improved.

(12) In the axial arrangement configuration in the transmission case 1, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1.
The first planetary gear PG1 and the second planetary gear PG2 are aligned at adjacent positions.
The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the second planetary gear PG2 and the second intermediate wall 13 ′.
The output gear OPG is disposed at a position between the second intermediate wall 13 ′ and the third planetary gear PG3.
The third planetary gear PG3 and the fourth planetary gear PG4 are arranged in an adjacent position.
The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
For this reason, in addition to the effect of (11), the factor determining the axial dimension in the transmission case 1 does not include the axial width due to the friction elements B1, B2, B3, K1, K2, and K3. The machine unit can be made compact in the axial direction. In addition, in the case of the second embodiment, it is possible to have a structure in which all the hydraulic fluid to the friction elements B1, B2, B3, K1, K2, and K3 is supplied from the transmission case 1 side, and the shaft diameter of the input shaft IN Reduction in size and simplification of the shaft structure can be achieved.

Example 3 is an example in which the intermediate wall is a third intermediate wall 13 ″ arranged at the outer peripheral position of the third planetary gear PG3.

First, the configuration will be described.
Since the overall unit configuration of the third embodiment is the same as that of the first embodiment, the illustration of FIGS. 2 and 3 and the description of the “total unit configuration” are omitted, and the “unit main part configuration” will be described below. .

[Unit structure]
FIG. 8 shows the overall unit configuration of the automatic transmission A3 according to the third embodiment, and FIG. 9 shows the main configuration of the unit of the automatic transmission A3 according to the third embodiment. Hereinafter, the configuration of the main part of the unit will be described with reference to FIGS. 8 and 9.

The plurality of friction elements B1, B2, B3, K1, K2, and K3 are formed between the outer peripheral portions of the plurality of planetary gears PG1, PG2, PG3, and PG4 and the inner surface of the transmission case 1, as shown in FIG. The radial space regions S1 and S2 are arranged. The radial space region formed between the outer peripheral portions of the planetary gears PG1, PG2, PG3, PG4 and the inner surface of the transmission case 1 is a radial space on the planetary gears PG1, PG2 side by the third intermediate wall 13 ″. An area S1 is defined as a radial space area S2 on the planetary gears PG3 and PG4 side.

As shown in FIG. 9, the third intermediate wall 13 ″ (an example of the intermediate wall) is formed so as to protrude in the inner diameter direction from the inner surface of the case at the outer peripheral position of the third planetary gear PG 3 in the transmission case 1.

As shown in FIGS. 8 and 9, the output gear OPG is a transmission output unit connected to the third carrier C3 of the third planetary gear PG3, which is an output rotating member, and supports the bearing of the third intermediate wall 13 ″. The part is supported rotatably via a pair of

bearings

2 and 2.

In the radial space region S1 at the outer peripheral position of the first planetary gear PG1, as shown in FIG. 8, the second clutch K2 and the first brake B1 are arranged in a three-stage overlapping state in the radial direction. The hydraulic chamber Pb1 of the first brake B1 is disposed at a position between the unit front end wall 11 and the first brake B1, and hydraulic oil is supplied through an oil passage formed in the unit front end wall 11. The hydraulic chamber Pk2 of the second clutch K2 is disposed at a position between the unit front end wall 11 and the first planetary gear PG1, and hydraulic oil is supplied through an oil passage formed in the unit front end wall 11. The second clutch K2 and the hub member 3 of the first brake B1 are shared.

In the radial space region S1 at the outer peripheral position of the second planetary gear PG2, as shown in FIGS. 8 and 9, the third clutch K3 and the third brake B3 are arranged in a three-stage overlapping state in the radial direction. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2, and hydraulic oil is supplied through an oil passage formed on the input shaft IN. The hydraulic chamber Pb3 of the third brake B3 is disposed at the inner surface position of the transmission case 1, and hydraulic oil is supplied through an oil passage formed in the transmission case 1.

As shown in FIG. 8 and FIG. 9, the output gear OPG is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear PG3.

As shown in FIG. 8, the first clutch K1 and the second brake B2 are arranged in a three-stage overlapping state in the radial direction in the radial space region S2 at the outer peripheral position of the fourth planetary gear PG4. The hydraulic chamber Pb 2 of the second brake B 2 is disposed at the inner surface position of the transmission case 1, and hydraulic oil is supplied through an oil passage formed in the transmission case 1. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12, and hydraulic oil is supplied through an oil passage formed in the unit rear end wall 12.

In the axial arrangement in the transmission case 1 of the automatic transmission A3, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1. The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2. The second planetary gear PG2, the third planetary gear PG3, and the fourth planetary gear PG4 are disposed at adjacent positions. The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.

Next, the operation of the third embodiment will be described.
In the third embodiment, the intermediate wall is a third intermediate wall 13 ″ formed to protrude in the inner diameter direction from the inner surface of the transmission case 1 at the outer peripheral position of the third planetary gear PG3.
Accordingly, the factor determining the axial dimension in the transmission case 1 does not include the axial width by the third intermediate wall 13 ″, so that the transmission unit can be further reduced in the axial direction.

In the third embodiment, the output gear OPG is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear PG3. At the outer peripheral position of the fourth planetary gear PG4, the first clutch K1 and the second brake B2 are arranged in a three-stage overlapping state in the radial direction.
Therefore, since the factor determining the axial dimension in the transmission case 1 does not include the axial width of the output gear OPG, the transmission unit can be further reduced in the axial direction. By arranging the two friction elements of the first clutch K1 and the second brake B2 at the outer peripheral position of the fourth planetary gear PG4, the total length of the transmission unit can be shortened.

In the third embodiment, in the axial arrangement configuration in the transmission case 1, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1.
The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2.
The second planetary gear PG2, the third planetary gear PG3, and the fourth planetary gear PG4 are arranged at adjacent positions.
The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
That is, the axial dimension in the transmission case 1 is determined by the total width of the axial widths of the planetary gears PG1, PG2, PG3, PG4 and the three hydraulic chambers Pk1, Pk2, Pk3. That is, unlike the first and second embodiments, the third intermediate wall 13 ″ and the output gear OPG are excluded.
Therefore, the factor determining the axial dimension in the transmission case 1 does not include the axial width of the friction elements B1, B2, B3, K1, K2, K3, the third intermediate wall 13 ″, and the output gear OPG. The transmission unit can be made more compact in the axial direction than in the first and second embodiments, since the other operations are the same as those in the first embodiment, and thus the description thereof is omitted.

Next, the effect will be described.
In the automatic transmission A3 according to the third embodiment, the effects listed below can be obtained.

(13) The intermediate wall is a third intermediate wall 13 ″ formed to protrude in the inner diameter direction from the inner surface of the transmission case 1 at the outer peripheral position of the third planetary gear PG3.
For this reason, in addition to the effects (3) to (6) of the first embodiment, the factor that determines the axial dimension in the transmission case 1 does not include the axial width by the third intermediate wall 13 ″. It is possible to further reduce the axial size of the transmission unit.

(14) The output gear OPG is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear PG3.
At the outer peripheral position of the fourth planetary gear PG4, the first clutch K1 and the second brake B2 are arranged in a three-stage overlapping state in the radial direction.
For this reason, in addition to the effect of (13), the factor determining the axial dimension in the transmission case 1 does not include the axial width by the output gear OPG, thereby further reducing the axial size of the transmission unit. be able to. In addition, the total length of the transmission unit can be shortened by disposing the two friction elements of the first clutch K1 and the second brake B2 at the outer peripheral position of the fourth planetary gear PG4.

(15) In the axial arrangement configuration in the transmission case 1, the hydraulic chamber Pk2 of the second clutch K2 is arranged at a position between the unit front end wall 11 and the first planetary gear PG1.
The hydraulic chamber Pk3 of the third clutch K3 is disposed at a position between the first planetary gear PG1 and the second planetary gear PG2.
The second planetary gear PG2, the third planetary gear PG3, and the fourth planetary gear PG4 are arranged at adjacent positions.
The hydraulic chamber Pk1 of the first clutch K1 is disposed at a position between the fourth planetary gear PG4 and the unit rear end wall 12.
For this reason, in addition to the effect of (14), the factors determining the axial dimension in the transmission case 1 include the friction elements B1, B2, B3, K1, K2, and K3, the third intermediate wall 13 ″, and the output gear OPG. By not including the axial width, the transmission unit can be made more compact in the axial direction than in the first and second embodiments.

The automatic transmission of the present invention has been described based on the first to third embodiments. However, the specific configuration is not limited to the first to third embodiments, and design changes and additions are permitted without departing from the gist of the invention according to each claim of the claims. The

In Examples 1 to 3, examples of automatic transmissions A1, A2, and A3 that achieve 9 forward speed and 1 reverse speed with 4 planets and 6 elements are shown as automatic transmissions. However, as an automatic transmission, the number of planetary gears may be other than four, and the number of friction elements may be other than six.

In the first embodiment, an example of an automatic transmission applied to an FF engine vehicle or an FF hybrid vehicle has been described. However, the automatic transmission is not limited to these vehicles, and is intended to improve power consumption performance of an electric vehicle, a fuel cell vehicle, and the like. It is also possible to apply.

Claims

A plurality of planetary gears arranged in alignment along the input shaft and a plurality of friction elements as transmission elements are provided in the case of the transmission case,
Among the plurality of friction elements, in an automatic transmission that achieves a plurality of shift speeds according to a fastening rule that changes an element to be fastened for each shift speed,
The plurality of friction elements are arranged in a radial space region formed between an outer peripheral portion of the plurality of planetary gears and an inner surface of the transmission case,
Of the transmission case, an intermediate wall is formed by projecting in the inner diameter direction from the case inner surface between the unit front end wall and the unit rear end wall,
An automatic transmission in which a transmission output portion coupled to an output rotation member among the plurality of planetary gears is used as an output gear, and the output gear is rotatably supported with respect to the intermediate wall.
The automatic transmission according to claim 1, wherein
In the transmission case, an input shaft that is disposed through the entire planetary gear from one of the unit front end wall and the unit rear end wall toward the other at a rotation center axis position common to the plurality of planetary gears. Having an automatic transmission.
The automatic transmission according to claim 2, wherein
The plurality of planetary gears includes a first planetary gear, a second planetary gear, a third planetary gear, and a fourth planetary gear arranged in order from the input side,
The plurality of friction elements include a first brake, a second brake, a third brake, a first clutch, a second clutch, and a third clutch,
Among the plurality of friction elements, achieves a forward 9-speed shift stage by a combination of differently engaged three elements for each shift stage;
An automatic transmission in which an output rotating member to which the output gear is coupled is a third carrier of the third planetary gear.
In the automatic transmission according to claim 3,
The second clutch and the first brake are arranged in a three-stage overlapping state in the radial direction at the outer peripheral position of the first planetary gear,
An automatic transmission in which a hydraulic chamber of the second clutch is arranged at a position between the unit front end wall and the first planetary gear.
The automatic transmission according to claim 3 or 4,
An automatic transmission in which the third clutch and the third brake are arranged in a three-stage overlapping state in a radial direction at an outer peripheral position of the second planetary gear.
The automatic transmission according to any one of claims 3 to 5,
The third planetary gear and the fourth planetary gear are arranged at adjacent positions, and the first clutch is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the fourth planetary gear,
An automatic transmission in which the hydraulic chamber of the first clutch is disposed at a position between the fourth planetary gear and the rear end wall of the unit.
The automatic transmission according to any one of claims 3 to 6,
The intermediate wall includes a partition wall portion extending in an inner diameter direction from the inner surface of the transmission case between the second planetary gear and the third planetary gear toward the input shaft, and an inner peripheral end of the partition wall portion. And a gear support portion extending in the axial direction from the first planetary gear to the third planetary gear.
The automatic transmission according to claim 7, wherein
The second brake is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear,
An automatic transmission in which the first clutch is arranged in a two-stage overlapping state in a radial direction at an outer peripheral position of the fourth planetary gear.
The automatic transmission according to claim 8, wherein
The axial arrangement configuration in the transmission case is:
A hydraulic chamber of the second clutch is disposed at a position between the unit front end wall and the first planetary gear;
A hydraulic chamber of the third clutch is disposed at a position between the first planetary gear and the second planetary gear;
Disposing the first intermediate wall and the output gear at a position between the second planetary gear and the third planetary gear;
Arranging the third planetary gear and the fourth planetary gear in an adjacent position,
An automatic transmission in which a hydraulic chamber of the first clutch is disposed at a position between the fourth planetary gear and the rear end wall of the unit.
The automatic transmission according to any one of claims 3 to 6,
The intermediate wall includes a partition wall portion extending in an inner diameter direction from the inner surface of the transmission case between the second planetary gear and the third planetary gear toward the input shaft, and an inner peripheral end of the partition wall portion. A second intermediate wall having a gear support portion extending in the axial direction from the inner peripheral end of the partition portion to an oil passage forming portion extending in the axial direction from the inner peripheral end of the partition portion toward the second planetary gear. As an automatic transmission.
The automatic transmission according to claim 10, wherein
The second brake is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear,
An automatic transmission in which the first clutch is arranged in a two-stage overlapping state in a radial direction at an outer peripheral position of the fourth planetary gear.
The automatic transmission according to claim 11, wherein
The axial arrangement configuration in the transmission case is:
A hydraulic chamber of the second clutch is disposed at a position between the unit front end wall and the first planetary gear;
Arranging the first planetary gear and the second planetary gear in an adjacent position,
A hydraulic chamber of the third clutch is disposed at a position between the second planetary gear and the second intermediate wall;
The output gear is arranged at a position between the second intermediate wall and the third planetary gear;
Arranging the third planetary gear and the fourth planetary gear in an adjacent position,
An automatic transmission in which a hydraulic chamber of the first clutch is disposed at a position between the fourth planetary gear and the rear end wall of the unit.
The automatic transmission according to any one of claims 3 to 6,
An automatic transmission having the intermediate wall as a third intermediate wall formed so as to protrude in an inner diameter direction from an inner surface of the outer peripheral position of the third planetary gear in the transmission case.
The automatic transmission according to claim 13, wherein
The output gear is arranged in a two-stage overlapping state in the radial direction at the outer peripheral position of the third planetary gear,
An automatic transmission in which the first clutch and the second brake are arranged in a three-stage overlapping state in a radial direction at an outer peripheral position of the fourth planetary gear.
The automatic transmission according to claim 14, wherein
The axial arrangement configuration in the transmission case is:
A hydraulic chamber of the second clutch is disposed at a position between the unit front end wall and the first planetary gear;
A hydraulic chamber of the third clutch is disposed at a position between the first planetary gear and the second planetary gear;
The second planetary gear, the third planetary gear, and the fourth planetary gear are arranged at adjacent positions;
An automatic transmission in which a hydraulic chamber of the first clutch is disposed at a position between the fourth planetary gear and the rear end wall of the unit.