JPH053704U - Automatic transmission - Google Patents

Abstract

(57) [Summary] [Purpose] While reducing the cost of the clutch part,
Prevents deterioration of component accuracy. [Structure] The output of the main transmission is input to an internal gear 216R of a third planetary gear set 216 via a sub-input gear 202 and a dish member 204, and is transmitted to a sub-output shaft 206 via a hollow shaft 214. In addition, spline-coupled secondary output gear
Torque is transmitted to the final gear 210 via 208. The friction engagement element 218A of the multi-plate clutch 218 is an extension 21 of the pinion shaft 216SH of the third planetary gear set 216.
It is movably supported by 6SHE.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to an automatic transmission, and more particularly to an automatic transmission including a planetary gear device having a carrier that supports a pinion through a pinion shaft, and a multi-plate clutch that connects and disconnects the components of the planetary gear device. ..

[0002]

[Prior Art]

 Conventionally, as such an automatic transmission, for example, one described in Japanese Patent Application Laid-Open No. 2-51647 is known.

This is a three-forward main transmission in which a main transmission groove is arranged on an input shaft aligned with the engine crankshaft, and is directly connected to a counter shaft positioned parallel to the input shaft. An auxiliary transmission groove that can be switched to and from the reduction gear is provided, and a counter drive gear and a counter driven gear that transmit power from the main transmission groove portion to the auxiliary transmission groove portion are arranged in the central portion in the axial direction of the device. Further, a planetary gear unit to which the output is input is arranged adjacent to the counter driven gear, and a carrier cover to which a pinion shaft supporting the pinion of the planetary gear unit is fixed is integrally formed with the counter shaft. Then, a press-molded hub member is fixed to the end face of the pinion shaft opposite to the carrier cover. The tubular portion of the hub member is formed in an uneven tooth shape and supports the friction engagement element of the multi-plate clutch so as to be movable in the axial direction.

[0004]

[Problems to be solved by the device]

 However, in such a conventional one, the hub member having tooth-shaped irregularities formed on the tubular portion is fixed to the end surface of the pinion shaft by welding or the like, which causes an increase in cost. I am

That is, a large number of processing man-hours are required for fixing the hub member, such as processing the end face of the pinion shaft, forming the hub member itself and its processing, and processing such as welding. There was also a problem that the precision of the parts deteriorates due to the thermal strain caused by welding.

An object of the present invention is to provide an automatic transmission capable of solving the problems of the related art, reducing the cost, and preventing the accuracy of parts from being deteriorated.

[0007]

[Means for Solving the Problems]

 In order to achieve the above object, the present invention is an automatic gear including a planetary gear device having a carrier that supports a pinion through a pinion shaft, and a multi-plate clutch that connects and disconnects the components of the planetary gear device. In the transmission, the pinion shaft is extended, and one of the friction engagement elements of the multi-plate clutch is movably supported in the axial direction.

[0008]

[Action]

 According to the present invention, one of the friction engagement elements of the multi-plate clutch is supported by the extension portion of the pinion shaft so as to be axially movable. The engagement / disengagement operation of the clutch is performed by axially moving the friction engagement element at this extension.

[0009]

【Example】

 Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 and FIG. 2 show an automatic transmission with 5 forward gears and 1 reverse gear for an FF vehicle to which the present invention is applied.

In the automatic transmission according to the present embodiment, a main transmission 100 having four forward speeds and an auxiliary transmission 200 capable of switching between a high speed stage and a low speed stage are arranged so that their rotation axes are parallel to each other. It has been configured.

Here, since the basic structure of the power transmission groove in the main transmission 100 is known, only its outline will be described with reference to the skeleton diagram of FIG. This power transmission mechanism has a main input shaft I _M to which the rotational force from the engine output shaft is transmitted via a torque converter (not shown) and a hollow main output shaft O _M on concentric rotation axes. The first planetary gear set G1, the second planetary gear set G2, the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the first brake B1, on these both shafts I _M and O _M , A second brake B2, a first one-way clutch OWC1 and a second one-way clutch OWC2 are arranged.

The first planetary gear set G1 is composed of a sun gear S1, an internal gear R1, and a pinion carrier PC1 supporting a pinion P1 that meshes with both gears S1 and R1 at the same time. The set G2 is also composed of a sun gear S2, an internal gear R2, and a pinion carrier PC2 that supports a pinion P2 that simultaneously meshes with both gears S1 and R1.

The above-mentioned respective components are connected as shown in the drawing, and the first to fourth clutches C1 to C4, the first brake B1 and the second brake B2 (the first and second one-way clutches) are connected. OWC1 and OWC2) are operated in various combinations, as shown in FIG. 4 (see “Brief Description of Drawings” for a view of this figure), so that the first and second planetary gear set G1 and each element of G2 (S1, S2, R1, R2, PC1 and PC2) rotating state of can be changed, thereby, the main input shaft I _M main output shaft O _M against the rotational speed of the As a result, the rotational speed of the main output gear O _GM integrally attached to the main output shaft O _M can be variously changed.

Next, the power transmission mechanism of the auxiliary transmission 200 is also a final input gear I _GS to which the rotational force from the main output gear O _GM is transmitted, and a final transmission gear, as shown in a skeleton diagram in FIG. and an auxiliary output shaft O _S for transmitting a driving force to the secondary output gear O _GS to the ring gear and meshes with the drive device. The third planetary gear set G3 on secondary output shaft O _S, fifth clutches C5, third brake B3 and the third one-way clutch OWC3 is disposed.

The third planetary gear set G3 includes a sun gear S3, an internal gear R3, and a pinion carrier PC3 that supports a pinion P3 that meshes with both gears S3 and R3 at the same time. Pinion carrier PC3 are always connected and the secondary output shaft O _S. Further, the auxiliary input gear I _GS is always connected to the internal gear R3, the pinion carrier PC3 can be connected to the sun gear S3 via the fifth clutch C5, and the sun gear S3 is the third brake B3 or the third brake B3. It can be fixed to the stationary part by the one-way clutch OWC3.

As is apparent from FIG. 4, when the main transmission 100 is in the first to third speed states, in the auxiliary transmission 200, the fifth clutch C5 is released and the third transmission C3 is released. by brakes B3 are engaged unless the predetermined condition, the sun gear S3 is fixed against the stationary portion, the sub-output shaft O _S through the pinion carrier PC3 becomes a low speed stage state to be driven, the In this state, the gear ratio of the first speed to the third speed associated with the speed change of the main transmission 100 can be obtained.

Further, in order to obtain the fourth speed state and the fifth speed state from the third speed state, the third brake B3 is released and the fifth clutch C5 is engaged to upshift the auxiliary transmission 200 to the direct connection state. At the same time, the main transmission 100 may be brought into the third speed and overdrive states, respectively.

Next, an embodiment in which the power transmission mechanism of the auxiliary transmission 200 shown in the above skeleton diagram is actually configured as an actual machine will be described with reference to FIG.

In the figure, reference numeral 300 denotes a main body case in which the main transmission 100 and the auxiliary transmission 200 connected to the above-mentioned torque converter T / C are housed and arranged.

Reference numeral 202 denotes an auxiliary input gear (I _GS ) that meshes with the main output gear 101, has a cylindrical hub portion 202A, and is connected to a dish member 204 described later at its outer peripheral portion. Secondary input gear 202, the central portion of the body case 300 is the cylindrical hub portion 202A, it is rotatably supported via a secondary output shaft (O _S) 206 to the two bearings 306, 306.

The sub output shaft 206 is rotatably supported by the main body case 300 together with a sub output gear 208 (O _GS ) spline-coupled to one end thereof. The sub output gear 208 constitutes a final reduction gear of the final drive device with a ring-shaped final gear 210 meshing with the sub output gear 208, and transmits the driving force to the differential gear.

A bearing hole is formed at the other end of the auxiliary output shaft 206 to which the auxiliary output gear 208 is spline-coupled at one end, and a cylindrical support member 212 fixed to the main body case 300 with a bolt 308 is provided. It is rotatably supported. A hollow shaft 214 is fitted on the sub-output shaft 206, and the hollow shaft 214 is spline-coupled to the sub-output shaft 206 at a tip portion thereof, that is, at a position away from the final gear 210.

An internal gear 216R (R3), which is one of the constituent elements of the third planetary gear set 216 (G3), is integrally connected to the dish member 204, and the sun gear 216S is connected to the hollow shaft 214. It is fitted around the outer circumference. Further, a pinion shaft 216S H that supports a pinion 216P (P3) that meshes with the internal gear 216R and the sun gear 216S via a needle 216N is fixed to the pinion carrier 216PC (PC3) at its base end portion. The pinion carrier 216PC is connected to the hollow shaft 214 at the base end portion of the hollow shaft 214, that is, at a position near the final gear 210.

The pinion carrier 216PC and the sun gear 216S can be connected via the fifth clutch 218 (C5). That is, the parking gear 220 is fixedly mounted on the pinion carrier 216PC, and the middle portion of the above-mentioned pinion shaft 216SH is fixedly mounted on the parking gear 220. The pinion shaft 216SH is provided with an extension portion 216SHE which holds the multiple disc friction engagement element 218A of the fifth clutch 218 so as to be movable in the axial direction. On the other hand, the drum member 218C, which also holds the multi-plate frictional engagement element 218B of the fifth clutch 218 on the inner peripheral side in a moving and self-moving manner, is rotatably supported by the above-mentioned tubular support member 212 and has one end Is meshed with the extension of Sun Gear 216S.

In the drum member 218C, as is well known, a piston 218D for pressing the multi-plate friction engagement elements 218A, 218B, a return spring 218E, and a spring retainer 218F are accommodated. Further, a break band 222 constituting the third brake B3 is provided on the outer periphery of the drum member 218C. The tubular support member 212 constitutes an inner race of the third one-way clutch 224 (OWC3). The outer race 224A of the third one-way clutch 224 is spline-coupled to the cylindrical portion of the fifth clutch 218, which extends axially of the drum member 218C.

Therefore, in the present embodiment having the above-described configuration, the gear shifting operation of each stage is performed by operating each component in the combination shown in FIG. 4 as already described using the frame diagram of FIG. Needless to say, the redundant description will be avoided, but the operation of the auxiliary transmission 200 will be further described.

In the sub transmission 200, when the main transmission 100 is in the first speed to the third speed and in the reverse state, the pinion carrier 216 PC connected through the sub output shaft 206 and the hollow shaft 214, The fifth clutch 218 capable of connecting with the sun gear 216S of the third planetary gear set 216 is in the released state. In addition, the brake band 222 is in a tightened state, and the drum member 218C, and by extension, the sun gear 216S with which the end portion of the drum member 218C meshes, is in a fixed state. Therefore, in the auxiliary transmission 200, the rotational force input to the auxiliary input gear 202 is transmitted to the underdrive via the dish member 204, the internal gear 216R, the pinion carrier 216PC, and the hollow shaft 214 that are integrally connected to the dish member 204. It is transmitted to the secondary output shaft 206 in the state. The third one-way clutch OWC3 operates only when the vehicle is in an accelerating state.

Further, in the states of the fourth speed and the fifth speed, the above-mentioned brake band 222 is released and the fifth clutch 218 is engaged. That is, the frictional engagement elements 218A, 218B pressed by the piston 218D axially move on the inner peripheral side of the extension 216SHE of the pinion shaft 216SH and the drum member 218C, respectively, and are fastened by the frictional force. .. Then, the pinion carrier 216PC and the sun gear 216S are directly connected via the fifth clutch 218, and are in a direct connection state.

In the present embodiment, in any of the above cases, the sub-output shaft 206 receives the rotational force from the spline coupling portion at the tip of the hollow shaft 214, and this is input from the sub-output gear 208 on the right end side. Is output. Therefore, the auxiliary output shaft 206 does not support the auxiliary input gear 202 and does not need to have a large strength upper diameter, and the torsional length can be made longer, which can significantly reduce the torsional rigidity and the final gear. 210 noise is prevented.

[0031]

[Effect of the device]

 As is apparent from the above description, according to the present invention, the pinion shaft is extended to support one of the friction engagement elements of the multi-plate clutch in the axial direction, so that the friction engagement elements can be easily supported. Since it can be performed with a simple structure, cost reduction can be achieved, and since heating processing is not required, deterioration of component accuracy can be prevented.

[Brief description of drawings]

FIG. 1 is a frame diagram showing an embodiment of the present invention.

FIG. 2 is a sectional view showing an embodiment of the present invention.

FIG. 3 is a sectional view taken along the line III-III of FIG.

FIG. 4 is a view showing an operating state of each element of the embodiment of the present invention. In addition, in FIG. 4, ◯ indicates the time of operation. However, △ means that it operates only when the first speed is selected by manual operation, and □ means that it operates only when coasting.

[Explanation of symbols] 100 Main transmission I _M Main input shaft O _M Main output shaft O _GM Main output gear 200 Sub transmission 202 (I _GS ) Sub input gear 206 (O _S ) Sub output shaft 208 (O _GS ) Sub Output gear 214 Hollow shaft 216 (G3) 3rd planetary gear set 216P Pinion 216SH Pinion shaft 216SHE Extension 218 (C3) 5th clutch (multi-plate clutch) 218A Friction engaging element 224 (OWC3) 2nd one-way clutch, 222 ( B3) Brake band (3rd brake) 300 Body case

Claims (1)

Claims for utility model registration 1. A planetary gear device having a carrier for supporting a pinion through a pinion shaft, and a multi-disc clutch for connecting and disconnecting the constituent elements of the planetary gear device. In the automatic transmission, the pinion shaft is extended, and one of the friction engagement elements of the multi-plate clutch is supported so as to be movable in the axial direction.