JP4738150B2 - Planetary gear unit - Google Patents

Description

  The present invention relates to a planetary gear device used for an automatic transmission or the like, and more particularly to a structure of a planetary gear device that reduces gear noise.

Non-Patent Document 1 discloses a technique for canceling a total force and a total moment in order to reduce noise in a planetary gear. This technology is based on the premise that when a plurality of pinions are alternately meshed with sun gears or ring gears, the phase of the periodic vibration wave resulting from the meshing of each pinion is deviated, that is, deviated by 1/2 period. is there. When two waves with the same amplitude and the same period start at the same time, the vibration wave, that is, noise is amplified, but if one wave is delayed by 1/2 cycle from the other wave, both are canceled, resulting in noise. Reduced. In this technique, in order to mesh teeth alternately, the pinion interval is selected so that the next pinion begins to mesh in the exact middle between the meshes of the other pinions. The required pinion distance depends on the number of teeth of the sun gear. In addition, it is necessary that the meshing excitation force from one and the other pinion is the same, and the length of the passage to the point where the vibration wave gathers is the same.
No. 1 by W. Palmer, “Noise Control In Planetary Transmission” (USA), SAE PAPER No. 1 770561, Society of Automotive Engineers, Inc., April 18-20, 1977, p. 7-10

  In an automatic transmission that changes the power transmission path of multiple planetary gears by clutches and brakes and shifts the rotation of the input member to multiple shift stages and transmits it to the output member, the case can rotate around the central axis. A carrier plate that is rotatably supported on the intermediate shaft by rotatably supporting a sun gear fixed to the intermediate shaft that is supported, a ring gear that is rotatably supported around the central axis, and a pinion that meshes with the sun gear and the ring gear. The ring gear is engaged with and disengaged from the case by a brake. In the case of a shift stage in which the ring gear is locked to the case by the brake, the vibration excited by the ring gear by meshing with the pinion is directly transmitted to the case via the brake, generating gear noise.

  In particular, if the technology for canceling the total force and moment described in Non-Patent Document 1 is used, the phase of the periodic vibration wave generated from the meshing between each pinion and the ring gear is shifted by 1/2 period. When the number of pinions is four, the vibration mode for deforming the ring gear into an ellipse may be excited, and as a result, the vibration transmitted to the case is amplified.

  In the present invention, when the ring gear of the planetary gear device is locked to the case by a brake, the gear noise is reduced by preventing the vibration excited by the ring gear by meshing with the pinion from being directly transmitted to the case via the brake. It is to provide a planetary gear device.

In order to solve the above-described problem, the structural feature of the invention described in claim 1 is that the power transmission path of the plurality of planetary gears is changed by the clutch and the brake to shift the rotation of the input member to the plurality of shift stages. In the planetary gear device constituting the automatic transmission that transmits to the output member, the sun gear rotatably supported around the axis, the ring gear, and the pinion that meshes with the sun gear and the ring gear are rotatably supported, and the axis a rotatably mounted carrier around, planetary gears with and a lockable brake engaged cases the ring gear when forming the fastest stage of the automatic transmission, the ring gear integrally The brake has a hub portion of the brake that rotates and is provided separately from the ring gear. Is that which is connected via an in.

The structural feature of the invention according to claim 2 is that, in claim 1 , the ring gear is connected to the extending portion extending in the radial direction perpendicular to the axis, and to the axis. The ring portion is connected to the hub portion via a rotating member extending in the direction, and any one of the ring gear, the extending portion, the rotating member, and the hub portion is connected via the spline. That is.

The structural feature of the invention described in claim 3 is that, in claim 2 , the extending portion and the rotating member are connected at a position close to the axis.

According to a fourth aspect of the present invention, in the third aspect , the rotating member or the extending portion is located closer to the axis than the center line of the pinion, and the shaft is supported via a support member. It is to be supported.

A structural feature of the invention according to claim 5 is that, in claim 4 , a boss portion extending in an axial direction from the carrier is supported by the shaft, and the rotating member or the extending portion is It is supported by the boss part.

According to a sixth aspect of the present invention, the planetary gear including the carrier for supporting the sun gear, the ring gear, and the pinion according to any one of the first to fifth aspects has a total force and a total moment. It is configured to cancel.
A structural feature of the invention according to claim 7 is that the planetary gear according to any one of claims 1 to 6, wherein the ring gear is locked to the case by a brake when the reverse gear of the automatic transmission is formed. Is that the ring gear and the hub portion of the brake are integrally formed.

In the invention according to claim 1 having the structure described above, the ring gear and the hub portion and the splines of the brake of Puranetarigi Ya to be engaged with the ring gear to the case by a brake in forming the fastest speed of the automatic transmission since it is connected through, it is possible to vibration generated by Puranetarigi ya ring gear, from being transmitted to the case through the hub portion, to reduce the backlash of the spline.

In the invention according to claim 2 configured as described above, since the ring gear is connected via the extending part and the rotating member with the spline interposed between the hub part of the brake and any member, the planetary gear is provided. It is possible to reduce the vibration generated in the apparatus from being transmitted to the case via the ring gear and the hub portion by the spline play.

In the invention according to claim 3 configured as described above, since the ring gear is connected to the rotating member at a position close to the axis via the extending portion, the vibration excited by the ring gear by meshing with the pinion is generated. It can be effectively reduced.

In the invention according to claim 4 configured as described above, the rotating member or the extending portion is supported by the shaft via the support member at a position closer to the axis than the center line of the pinion. The vibration excited by the ring gear by meshing can be effectively reduced with a simple configuration.

In the invention according to claim 5 configured as described above, the boss part extending in the axial direction from the carrier is supported by the shaft, and the rotating member or the extension part is supported by the boss part. The vibration excited by the ring gear by meshing with can be effectively reduced with a compact configuration.

In the invention according to claim 6 configured as described above, since the planetary gear is configured to cancel the total force / total moment, the vibration excited by the ring gear by meshing with the pinion is effectively canceled, Noise can be reduced.
In the invention according to claim 7 configured as described above, in the planetary gear in which the ring gear is locked to the case by the brake when the reverse gear of the automatic transmission is formed, the ring gear and the hub portion of the brake are integrated. Since it is formed, it is possible to reliably carry a large decelerated torque.

   Hereinafter, embodiments of a planetary gear device according to the present invention will be described with reference to the drawings. As shown in FIG. 1, the automatic transmission 1 includes a torque converter 2 and a multi-stage transmission mechanism 6, and the torque converter 2 and the multi-stage transmission mechanism 6 are arranged in series on one shaft. The housing is housed in an integral case including the converter housing 7 and the transmission case 9. The multi-stage transmission 6 includes a clutch portion 23 in which three clutches C1, C2, and C3 are arranged together with a hydraulic actuator (hydraulic servo), and a gear portion 24 having three planetary gears 3, 4, and 5. . The multi-stage transmission mechanism 6 has a front portion (torque converter side) as a clutch portion and a rear portion (output shaft 105 side) as a gear portion 24.

   In the clutch portion 23, three clutches, that is, a first clutch C1, a second clutch C2, and a third clutch C3 are arranged together with these hydraulic actuators. Of these three clutches, the second and third clutches C2 and C3 have the second clutch C2 disposed on the front side and the third clutch C3 disposed on the rear side on the outer diameter side. That is, the second and third clutches C2 and C3 are arranged substantially in the axial direction so that the rear side of the second clutch C2 and the front side of the third clutch C3 face each other on the outer diameter side. Yes. The first clutch C1 is disposed on the inner diameter side of the third clutch C3 without overlapping the second clutch C2 in the axial direction.

   The gear portion 24 is provided in a rear portion of the multi-stage transmission mechanism 6, and three planetary gears (first planetary gear 3, second planetary gear 4, and third planetary gear 5) are locking means (first to fourth engagements). Together with the stopping means). In the present embodiment, the first locking means is constituted by the first brake B1 and the first one-way clutch F1, the second locking means is constituted by the second brake B2, and the third locking means. Is constituted by the third brake B3 and the second one-way clutch F2, and the fourth locking means is constituted by the fourth brake B4 and the third one-way clutch F3.

   Next, the operation of the multi-stage transmission mechanism 6 having the above-described configuration will be described based on the skeleton diagram of FIG. 2, the operation table shown in FIG. 3, and the velocity diagram of FIG. The multi-stage transmission mechanism 6 is functionally divided into a front gear unit 130 composed of the first planetary gear 3 and a rear gear unit 131 composed of the second planetary gear 4 and the third planetary gear 5, and the rear gear unit 131 is an intermediate A first rotating element 137 consisting of both sun gears S2, S3 connected via a shaft 31, and a second rotating element 136 consisting of a carrier CR2 and a ring gear R3 connected via a connecting member, It is composed of a total of four rotating elements, that is, a third rotating element 135 composed of the connected ring gears R1 and R2 and a fourth (output) rotating element 138 composed of the carrier CR3 connected to the output shaft 105. The

   The first rotating element 137 is connected to the first clutch C1 located on the inner diameter side of the clutch portion 23 via the intermediate shaft 31, and the second rotating element 136 is connected to the clutch portion 23 via the second sleeve shaft 43. The sun gear S1 that is the input element of the first planetary gear 3 is connected to the second clutch C2 that is located on the front side on the outer diameter side, and the second gear C1 that is located on the rear side on the outer diameter side of the clutch portion 23 via the third sleeve shaft 46. The three clutches C3 are connected to each other.

At the first forward speed (first speed: 1ST), as shown in FIG. 3, the first clutch C1 is engaged, the third one-way clutch F3 is operated, and the input shaft 12 and the sun gears S2, S3 (first gear) , And the reverse rotation of the carrier CR2 and the ring gear R3 (second rotation element 136) is prevented by the third one-way clutch F3, so that the rotation (RIN) of the input shaft 12 is prevented by the first clutch. It is directly input to the sun gear S3 of the third planetary gear 5 via C1. Then, the ring gear R3 which is stopped based on the operation of the third one-way clutch F3 is brought into the state shown in the diagram L1 in the speed diagram of FIG. 4, and the carrier CR3 (output rotating element 138) to which the output shaft 105 is connected. From, the first speed of the forward rotation is taken out. The second planetary gear 4 is in an idling state although the sun gear S2 rotates.
At this time, a large torque based on the first speed state and at the time of starting is applied, and this torque is carried by the third one-way clutch F3. The third one-way clutch F3 is provided with the second, third planetary gears 4, 5 It is arranged in a relatively long space in the axial direction at the intermediate part, and especially the area of the locking member (roller or sprag) and the outer race and inner race part in contact with it is wide, so that the large torque described above is securely carried Can do. The first clutch C1 is operated on the inner diameter side of the clutch portion 23 and by an independent first hydraulic actuator.

   In the second forward speed (second speed: 2ND), as shown in FIG. 3, in addition to the engagement of the first clutch C1 at the first speed, the third brake B3 is engaged, and the third one-way clutch The operation of F3 is released, and the first and second one-way clutches F1 and F2 are operated. In this state, the first planetary gear 3 is based on the carrier CR1 stopped by the first one-way clutch F1 in the locked state and the sun gear S1 stopped by the second one-way clutch F2 in the locked state by the locking of the third brake B3. The ring gear R2 of the second planetary gear 4 connected to the ring gear R1 is also in the stopped state.

   The rotation of the input shaft 12 is input from the sun gear S2 to the second planetary gear 4 via the first clutch C1, and also input to the third planetary gear 5 via the sun gear S3. As described above, the second planetary gear 4 is prevented from rotating the ring gear R2 (speed = 0). In the speed diagram of FIG. 4, the second planetary gear 4 enters the state shown in the diagram L2, and the carrier CR3 to which the output shaft 105 is connected, A positive second rotation is taken out.

   At this time, the rotational torque of the ring gear R2 is shared and carried by the third brake B3 via the first and second one-way clutches F1 and F2, and the torque carrying ability of the first one-way clutch F1 is utilized. Thus, the torque bearing capacity of the second one-way clutch F2 and the third brake B3 can be reduced, and the capacity and size of the second one-way clutch F2 and the third brake B3 can be reduced. As a result, the third brake B3 and its hydraulic actuator, and the first and second one-way clutches F1 and F2 can be arranged in a compact manner in the front portion of the first planetary gear 3.

   In the third forward speed (third speed: 3RD), as shown in FIG. 3, in addition to the engagement of the first clutch C1 in the first and second speeds, the third clutch C3 is engaged, The operation of the two one-way clutch F2 is released, and the operation of the first one-way clutch F1 is maintained. In this state, the rotation of the input shaft 12 is input to the sun gear S1 of the front gear unit 130 via the third clutch C3 in addition to the input to the rear gear unit 131 via the first clutch C1 so far. The carrier CR1 is locked by the first one-way clutch F1.

   Since the rotation of the input shaft 12 is input to the sun gear S1 and the carrier CR1 is locked to the first planetary gear 3, the state shown in the diagram L3 in the speed diagram of FIG. The forward rotation RV1 is output from the ring gear R1 as the element to the ring gear R2 of the second planetary gear 4 as the input element of the rear gear unit 131. On the other hand, in the rear gear unit 131, the rotation RIN of the input shaft 2 is input to the sun gears S2 and S3. Therefore, the rotation RV1 input to the ring gear R2 is synthesized as shown in a diagram L4 in FIG. Then, the third speed rotation is taken out from the carrier CR3 connected to the output shaft 105. Note that the third brake B3 is in an engaged state, but the second one-way clutch F2 is idling, so the third brake B3 is not involved in any shift.

   At this time, the first one-way clutch F1 carries the reaction force of the torque transmitted to the first planetary gear 3, but in the third speed state, the torque passing through the first planetary gear 3 that is the front gear unit 130. Since the torque directly transmitted to the rear gear unit 131 via the first clutch C1 is synthesized, the reaction torque carried by the first one-way clutch F1 is sufficient as a part of the entire transmission torque. Therefore, the first one-way clutch F1 may be a small one having a small torque capacity, and the third brake B3 and the second one-way clutch F2 which are other locking means are disposed in a relatively narrow space in front of the first planetary gear 3. It becomes possible to arrange together.

   Further, in the third clutch C3, when the hydraulic pressure is supplied to the third hydraulic actuator, the third piston moves forward in the axial direction, and a part of the rear side of the third piston is third from the rear side toward the front side. The clutch C3 is connected by pressing the drive plate and the driven disk of the clutch C3. The second clutch C2 shares a clutch drum with the third clutch C3, and is engaged with splines on the inner surface of the clutch drum so that the respective drive plates are aligned in the axial direction. Since the second piston and the third piston to be operated are individually operated independently, the operation of the third clutch C3 does not affect the second clutch C2.

   At the fourth forward speed (fourth speed: 4TH), in addition to the engagement of the first clutch C1 at the first, second and third speeds and the third clutch C3 at the third speed, as shown in FIG. Thus, the second clutch C2 is engaged and the operation of the first one-way clutch F1 is released. In this state, the rotation of the input shaft 12 is applied to the carrier CR2 and the ring gear R3 via the second clutch C2 in addition to the input to the sun gears S2 and S3 of the rear gear unit 131 via the first clutch C1 so far. The rear gear unit 131, that is, the second and third planetary gears 4 and 5 as a whole, is directly connected and rotated, and is in a state shown in a diagram L5 in FIG. The rotation is taken out.

   At this time, as shown in FIG. 3, the third clutch C3 and the third brake B3 are in an engaged state, but the first planetary gear 3 is connected to the sun gear S1 via the second clutch C2 and the input shaft 12 While the rotation is transmitted, the second planetary gear 4 rotates positively in a directly connected state with the input shaft 12, so that the rotation of the input shaft 12 is also input to the ring gear R1 connected to the ring gear R2, as shown in FIG. The state of the diagram L6 is entered, and the first planetary gear 3 constituting the front gear unit 130 is idled as a whole. Further, in the fourth speed state, the front gear unit 130 and the rear gear unit 131 are both in a directly connected state, and are first to fourth locking means, that is, first to fourth brakes B1 to B4 and first to third. The one-way clutches F1 to F3 do not operate at all and do not carry a reaction force.

   The second clutch C2 is connected by moving the second piston rearward in the axial direction by supplying hydraulic pressure to the second hydraulic actuator and pressing the drive plate and the driven disc at the rear end thereof. At this time, as described above, the third clutch C3 is held in the engaged state, but the operation of the second clutch C2 has no influence on the engaged state of the third clutch C3.

   At the fifth forward speed (5th speed: 5TH), as shown in FIG. 3, the first clutch C1 is disengaged and the second and third clutches C2 and C3 remain engaged. And the first brake B1 is engaged. In this state, the rotation of the input shaft 12 is input to the carrier CR2 of the second planetary gear 4 which is the rear gear unit 131 and the ring gear R3 of the third planetary gear 5 via the second clutch C2, and the third clutch C3 is applied. To the sun gear S1 of the first planetary gear 3 which is the front gear unit 130. Then, since the carrier CR1 is locked by the first brake B1, the front gear unit 130 is in a state indicated by a line L3 in FIG. 4, and the decelerated forward rotation RV1 is transmitted from the ring gear R1 to the rear gear unit 131. Is output to the ring gear R2. On the other hand, as described above, since the rotation of the input shaft 12 is input to the carrier CR2 and the ring gear R3 of the rear gear unit 131, the speed diagram becomes the diagram L7 of FIG. 4 from the carrier CR3 to the output shaft 105. 5th speed rotation is taken out. At this time, as shown in FIG. 3, the third brake B3 is in an engaged state, but since the second one-way clutch F2 is in an idle state, the third brake B3 is not involved in any speed change. .

   In the fifth speed state, the first brake B1 carries the reaction force of the transmission torque described above. However, in the fifth speed which is the high speed state, the torque capacity is small, and The torque from the path passing through the second clutch C2 and the path passing through the third clutch C3 is synthesized by the rear gear unit 131 and transmitted to the output shaft 105, so that the carrier CR1 and the ring gear R1 are locked. The torque capacity of one brake B1 is sufficient for a part of the entire transmission torque, and the torque capacity is small. Therefore, the first brake B1 can be installed in a relatively short length in the axial direction on the outer diameter side of the first planetary gear 3, and the hydraulic actuator is also connected to the adjacent first and second planetary gears 3 and 4. It can be installed in a small space relatively short in the axial direction on the outer diameter side.

   Further, in the first clutch C1, when the hydraulic pressure of the first hydraulic chamber of the first hydraulic actuator is released, the first piston is moved forward in the axial direction by the return spring, so that the pressure between the drive plate and the driven disk is released. At this time, the first clutch drum rotates at a relatively high speed, but the centrifugal oil pressure based on the same rotation is also acting on the oil in the first cancel chamber, and the oil pressure in the first hydraulic chamber is quickly increased. To be discharged.

   At the sixth forward speed (6th speed: 6TH), as shown in FIG. 3, the engagement of the third clutch C3 is released, the second clutch C2 is maintained in the engaged state, and the second clutch The brake B2 is engaged. In this state, the rotation of the input shaft 12 is input to the carrier CR2 of the second planetary gear 4 and the ring gear R3 of the third planetary gear 5 which are the rear gear unit 131 via the second clutch C2. On the other hand, since the ring gear R2 is locked by the second brake B2, the sun gears S2 and S3 rotate forward at a higher speed than the above-described fifth speed by the rotation of the carrier CR2. Due to the above-described rotation of the ring gear R3 and the high-speed rotation of the sun gear S3, a six-speed rotation higher than the fifth speed is extracted from the carrier CR3 to the output shaft 105. The sixth speed corresponds to L8 in the speed diagram of FIG. At this time, the first and third brakes B1 and B3 are in the engaged state as shown in FIG. 3, but the first and second one-way clutches F1 and F2 are in the idle state. The first and third brakes B1 and B3 are not involved in any speed change. Further, the third clutch C3 is released, but the hydraulic pressure in the third hydraulic chamber is quickly released by the centrifugal hydraulic pressure acting on the oil in the third cancellation chamber.

   Further, in the sixth speed state, the second brake B2 carries the reaction force of the above-described transmission torque, but in the sixth speed, which is a higher speed state than the fifth speed, the torque capacity is Small enough. Therefore, as in the case of the first brake B1, the second brake B2 can be installed in a relatively short length in the axial direction on the outer diameter side of the second planetary gear 4, and the hydraulic actuator 55 is also provided with the third one-way clutch. It can be installed in a relatively short small space on the front side of F3.

   In this embodiment, as is apparent from FIG. 3, the shift from the first speed to the fourth speed is performed by a one-way clutch, and the shift from the fourth speed to the fifth speed and the shift from the fifth speed to the sixth speed are performed by the clutch. Shifting from the engagement to the engagement of the brake is performed. On the other hand, at the time of downshifting, the second clutch C2 or the third clutch C3 operates as shown in FIG. 3 from 6th speed to 5th speed, 4th speed to 3rd speed, and 3rd speed to 2nd speed. At the time of shift down. In any of these cases, the second and third pistons of the second and third hydraulic actuators can operate independently, and the drive plate and the driven disk can be engaged and disengaged independently. Does not affect the operation of the other clutch or the maintenance of the engaged state.

   In reverse (reverse speed: REV), as shown in FIG. 3, the third clutch C3 is engaged, and the fourth brake B4 and the first one-way clutch F1 are locked. In this state, the rotation of the input shaft 12 is input to the sun gear S1 of the front gear unit 130 via the third clutch C3, and the carrier CR1 is locked by the first one-way clutch F1, so the speed diagram is The state shown in the diagram L3 of FIG. 4 is reached, and the forward rotation output rotation RV1 is output from the ring gear R1 to the ring gear R2 of the rear gear unit 131. Since the ring gear R3 and the carrier CR2 are locked by the fourth brake B4, the rear gear unit 131 is in a state shown by a line L10 in FIG. 4, and reverse rotation is extracted from the carrier CR3 to the output shaft 105.

   In this reverse state, a large decelerated torque acts on the fourth brake B4 that locks the ring gear R3 and the carrier CR2. The fourth brake B4 is connected to the third planetary gear 5 on the outer diameter side. 2 It is made of a relatively long shaft that substantially overlaps the planetary gear 5, and its hydraulic actuator has a relatively large pressure receiving area disposed at the rear end 9e of the transmission case 9 and a double piston structure. A large pressing force can be applied, and the required torque corresponding to the large reaction force described above can be reliably carried.

   Further, at the time of engine braking (coast), as shown in FIG. 3, in addition to normal operation, the first brake B1 is engaged at the third speed and reverse, and the carrier CR1 against the idling of the first one-way clutch F1. In the second speed, the second brake B2 is engaged and the ring gear R2 is securely locked, and in the first speed, the fourth brake B4 is engaged and the ring gear R3 is securely locked. Is done.

   Further, during the second-speed engine brake, the first brake B1 is operated in addition to the original second brake B2 for engine braking, and the ring gear R2 is locked via the second brake B2 and the carrier CR1 that are directly operated. It is also possible to reduce the torque capacity of the second brake B2 by reducing the torque capacity of the second brake B2, and to reduce the size of the second brake B2. The second brake B2 is for the engine brake at the second speed described above, and its torque capacity is small, and a relatively small installation space in the outer diameter portion of the second planetary gear 4 is sufficient. However, as described above When the first brake B1 is operated simultaneously during the second-speed engine braking, the torque capacity of the second brake B2 is further small, and the hydraulic actuator and the hydraulic actuator are disposed in a small installation space. Highly reliable brake operation can be performed.

   Further, as described above, when the torque from the input shaft 12 is input to the second planetary gear 4, the sun gears S2 and S3 at the second speed, the sun gears S1, S2 and S3 at the third speed, and the sun gears S2 and S3 at the fourth speed. From the sun gears S1, S2 and the ring gear R3 at the fifth speed, and from the sun gears S2, S3 and the ring gear R3 at the sixth speed, the input torque is input to the front gear unit 130 and the rear gear unit 131, respectively. Therefore, the input torque is not input only to the second planetary gear 4, and the second planetary gear 4 is reduced in size to obtain an optimum gear ratio, and from the viewpoint of strength based on the above-described distributed input. The hydraulic actuator of the first brake B1 is disposed on the outer diameter side of the second planetary gear 4 having a small diameter, and has a torque capacity capable of carrying the necessary torque of the first brake B1. The axial and radial directions can be made compact.

   The first, second, and third clutches C1, C2, and C3 that transmit the input torque to the first, second, and third planetary gears 3, 4, and 5 have radial dimensions to ensure sufficient torque capacity. However, since the clutch portion 23 is disposed on the torque converter 2 side of the multi-stage transmission mechanism 6, the clutch portion 23 can be disposed with a smaller diameter toward the output shaft from a larger radial dimension. As an automatic transmission for FR, a transmission having an overall shape preferable for mounting on a vehicle can be obtained.

  Next, the planetary gear device 30 according to the embodiment of the present invention will be described. The planetary gear device 30 is configured around a second planetary gear (middle planetary gear) 4 and a second brake B2 as shown in FIG. The second planetary gear 4 includes a sun gear S2, a carrier CR2 that supports the pinion P2, and a ring gear R2. The radial direction is between the intermediate shaft 31 and the second brake B2, and the first planetary gear 3 and the third gear 3 in the axial direction. It is arranged between the one-way clutch F3. The intermediate shaft 31 is supported by the case 9 so as to be rotatable around the central axis.

  The sun gear S2 of the second planetary gear 4 is spline-engaged with the intermediate shaft 31 rotatably supported by the case 9 by a spline 62 and abuts against a step portion formed on the intermediate shaft 31 so as to be positioned and fixed in the axial direction. ing. The carrier CR2 has left and right carrier plates 58 and 59 connected by a connecting portion (not shown), and the pinion P2 rotates via a needle bearing 61 on a pinion shaft 60 supported between the carrier plates 58 and 59. It is supported as possible. The pinion P2 meshes with the sun gear S2 and the ring gear R2.

  A sleeve shaft 43 is rotatably supported on the intermediate shaft 31 via a bush 44 on the left side of the second planetary gear 4, and a boss portion 58 a of the left carrier plate 58 is fitted to the sleeve shaft 43 to be spline-engaged. ing. The sleeve shaft 43 is connected to the clutch hub of the second clutch C2 (see FIG. 2).

  A thrust bearing 68 is interposed between the inner end surface of the boss portion 58a of the left carrier plate 58 and the end surface of the sun gear S2, sandwiching the sun gear S2 between the step portions of the intermediate shaft 31, and the carrier CR2 in the axial direction. Is positioned. A rotating member 57 is supported on the outer peripheral surface of the boss portion 58a of the left carrier plate 58 via a bush 69 so as to be rotatable around the intermediate shaft 31, and a ring gear R2 is supported on the rotating member 57. The rotating member 57 is positioned between the sun gear S1 of the first planetary gear 3 and the left carrier plate 58 of the carrier CR2 through the thrust bearing 72 at the left and right end surfaces. The outer periphery of the rotating member 57 is engaged with the ring gear R1 of the first planetary gear 3.

  The ring gear R2 has an annular ring gear portion 50. The ring gear portion 50 is connected to the rotating member 57 via the vibration reducing means 70. That is, the ring gear portion 50 is welded with an extending portion 71 extending in the direction of the intermediate shaft 31, that is, in a radial direction perpendicular to the center axis, in parallel with the rotating member 57 with a slight gap. 50 is connected to the rotary member 57 at the connection position A close to the intermediate shaft 31 via the extending portion 71.

  The second brake B2 has a hub portion 51 that rotates integrally with the ring gear R2 and is provided separately from the ring gear R2. The left end of the hub portion 51 rises outward, is engaged with the ring gear R1 of the first planetary gear 3 together with the rotating member 57, is prevented from being pulled out by the snap ring 56, and is connected to the rotating member 57 while restricting relative rotation. A large number of friction plates (friction disks and separator plates) 52 are alternately stacked between the splines 9a formed on the inner peripheral surface of the case 9 and the splines 51a formed on the outer peripheral surface of the hub portion 51. One end of the friction plate is restricted from moving in the axial direction by a snap ring 53 and a backup plate, and the other end of the friction plate faces a piston 55a of a hydraulic actuator (servo) 55.

   The second planetary gear 4 is configured to cancel the total force / total moment. For example, four pinions P2 are supported by the carrier CR2 at equal intervals, and vibrations excited by the ring gear portion 50 by meshing with the pinions P2 are generated. The number of teeth and the like are set so as to cancel each other by a half cycle. Since the technology for canceling the total force / total moment is described in Non-Patent Document 1 described above, detailed description thereof is omitted.

   When the rotation of the input shaft 12 is input to the carrier CR2 of the second planetary gear 4 via the second clutch C2 in the sixth speed in which the ring gear R2 of the second planetary gear 4 is locked to the case 9 by the second brake B2. Then, the meshing excitation force having the same amplitude shifted by 1/2 period is transmitted from the pinion P <b> 2 to the ring gear unit 50, and the elliptical vibration mode is excited in the ring gear unit 50. This vibration is transmitted to the rotating member 57 at a connection position A approaching the intermediate shaft 31 via an extending portion 71 extending in the direction of the intermediate shaft 31 in parallel with the rotating member 57 with a slight gap. This connection position A is a point where vibration waves gather, and the distance d, which is the passage length between the meshing portion of the pinion P2 and the ring gear R2 and the connection position A, is the same for each pinion P2.

   Thereby, vibrations having different phases excited in the ring gear portion 50 by meshing with each pinion P2 are canceled and transmitted to the rotating member 57 is effectively reduced. As apparent from FIG. 6 in which the change in acceleration in the case 9 with respect to the increase in the meshing frequency at the output shaft 105 is FEM-analyzed, the extension in the ring gear portion 50 is connected to the rotating member 57 in the acceleration in the case 9. As the coupling position A approaches the central axis of the ring gear portion 50, the connection position A decreases, and transmission of vibrations excited by the ring gear portion 50 to the rotating member 57 by meshing with each pinion P <b> 2 is effectively reduced. In FIG. 6, the curve (1) indicates the acceleration in the conventional device, and the curves (2) to (4) indicate the acceleration in the case 9 in each case where the connection position A is displaced to the intermediate shaft 31. When the connection position A is closest to the intermediate shaft 31, the acceleration in the case 9 is the lowest.

  In the above embodiment, the ring gear portion 50 is provided with the extending portion 71 extending in the central axis direction, and the ring gear portion 50 is coupled to the rotating member 57 at a position close to the intermediate shaft 31 via the extending portion 71. Thus, the vibration reducing means 70 is configured. However, the vibration reducing means 70 is connected to the rotating member 57 via an elastic member capable of transmitting the rotation of the ring gear 50 and elastically deforming in the radial direction. You may make it comprise.

  Further, by connecting the extending portion 71 of the ring gear portion 50 and the rotating member 57 via a spline, the ring gear R2 is connected to the rotating member 57 so as to restrict relative rotation and be relatively movable in the radial direction. Alternatively, the vibration reducing means 70 may be configured. Moreover, the extending part 71 may be welded to the rotating member 71, and the extending member 71 and the ring gear R2 may be connected via a spline. Furthermore, the hub portion 51 of the brake B2 and the rotating member 57 may be connected via a spline. In these cases, vibrations transmitted to the rotating member 57 can be reduced even for planetary gears that are not based on a technique for canceling the total force / total moment.

1 is an overall cross-sectional view showing an automatic transmission including a planetary gear device according to an embodiment of the present invention. A skeleton diagram of such an automatic transmission. An operation table of such an automatic transmission. The speed diagram of such an automatic transmission. Sectional drawing which shows the planetary gear apparatus which concerns on this Embodiment. The figure which shows the change of the acceleration in a case with respect to the increase in the meshing frequency in an output shaft.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Automatic transmission, 4 ... 2nd planetary gear (planetary gear), S2 ... Sun gear, R2 ... Ring gear, CR2 ... Carrier, P2 ... Pinion, 9 ... Case, 12 ... Input shaft, 30 ... Planetary gear device, 31 ... Center shaft, DESCRIPTION OF SYMBOLS 50 ... Ring gear part, 51 ... Hub part, 55 ... Hydraulic actuator, 57 ... Rotating member, B2 ... 2nd brake, 70 ... Vibration reduction means, 71 ... Extension part, A ... Connection position.

Claims (7)

In a planetary gear device that constitutes an automatic transmission that changes the power transmission path of a plurality of planetary gears by a clutch and a brake, shifts the rotation of an input member to a plurality of shift stages, and transmits it to an output member.
A sun gear rotatably supported about an axis, a ring gear, a pinion meshing with the sun gear and the ring gear are rotatably supported, a carrier rotatably supported about the axis, and an automatic transmission and lockable brake engaged cases the ring gear when forming the high speed stage, the planetary gear having the the hub of the brake said ring gear provided separately with rotating the ring gear integrally A planetary gear device, wherein the ring gear and the hub portion are connected via a spline. 2. The hub portion according to claim 1 , wherein the ring gear includes an extending portion extending in a radial direction perpendicular to the axis and a rotating member connected to the extending portion and extending in the axial direction. A planetary gear device characterized in that any one of the ring gear, the extending portion, the rotating member, and the hub portion is connected via the spline. 3. The planetary gear device according to claim 2 , wherein the extending portion and the rotating member are connected at a position close to the axis. 4. The planetary gear device according to claim 3 , wherein the rotating member or the extending portion is supported on the shaft via a support member at a position closer to the axis than the center line of the pinion. 5. The planetary gear device according to claim 4 , wherein a boss portion extending in an axial direction from the carrier is supported by the shaft, and the rotating member or the extending portion is supported by the boss portion. . The planetary gear according to any one of claims 1 to 5 , wherein a planetary gear including a carrier that supports the sun gear, the ring gear, and the pinion is configured to cancel a total force and a total moment. apparatus. The planetary gear according to any one of claims 1 to 6, wherein the ring gear is locked to the case by a brake when the reverse gear of the automatic transmission is formed. The ring gear and the hub portion of the brake are integrally formed. A planetary gear device characterized by being formed.

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