JP5573893B2 - Automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission mounted on an automobile, and more particularly to a structure of a transmission mechanism thereof, and belongs to the technical field of an automobile transmission.

  An automatic transmission mounted on an automobile has a plurality of shift stages having different reduction ratios by switching a power transmission path of a transmission mechanism to which engine output rotation is input via a torque converter by selectively engaging a plurality of friction elements. However, in recent years, there has been a tendency to increase the number of shift stages for the purpose of improving the driving performance of a vehicle, improving the fuel efficiency, etc. An automatic transmission that achieves six forward speeds is disclosed.

  Among these, what is disclosed in Patent Document 1 is configured with a transmission mechanism using one single pinion type planetary gear set and one Ravigneaux type planetary gear set, and what is disclosed in Patent Document 2 is A speed change mechanism is configured by using two single pinion type planetary gear sets and one double pinin type planetary gear set. All of them are provided with five friction elements, and by these selective fastenings, six forward speeds and reverse speeds are realized.

JP 2000-199549 A JP 2006-177554 A

  The Ravigneaux type planetary gear set used in the automatic transmission of Patent Document 1 requires two sun gears and two types of pinions having different diameters, and is used in the automatic transmission of Patent Document 2. The double pinion type planetary gear set also has two types of pinions, which makes the structure more complicated than that using only a single pinion type planetary gear set.

  Furthermore, the demand for downsizing of an automatic transmission mounted on a car tends to increase year by year. This is because it is necessary to realize a wider vehicle compartment in order to realize a comfortable vehicle interior space, and for this reason, it is required to reduce the engine room.

  In the downsizing of the automatic transmission, in the case of a so-called horizontal automatic transmission mounted on a front engine or front drive vehicle, conventionally, it has been required to reduce the axial dimension mainly extending in the vehicle width direction. However, in order to realize a wide cabin as described above, it is necessary to reduce the size in the radial direction, and for this purpose, it is effective to reduce the diameter of the input shaft disposed at the center of the automatic transmission. it is conceivable that.

  However, in this type of automatic transmission, it is not easy to reduce the diameter of the input shaft because the input shaft and the plurality of planetary gear sets need to form a plurality of power transmission paths that can be switched for each shift stage.

  Therefore, an object of the present invention is to realize a particularly compact radial structure in an automatic transmission that has a simplified structure using only a single pinion type planetary gear set having a simple structure.

  In order to solve the above problems, the present invention is configured as follows.

First, the invention according to claim 1 of the present application is arranged in the case in the vehicle width direction of the automobile, one end connected to the drive source, and an intermediate portion on the axis of the input shaft. An output member provided, and first, second, and third gear sets composed of a single pinion type planetary gear set including a sun gear, a pinion, a carrier, and a ring gear,
The sun gear of the first gear set and the sun gear of the second gear set, the ring gear of the first gear set and the carrier of the second gear set, the ring gear of the second gear set and the carrier of the third gear set are respectively connected, and the sun gear of the third gear set is connected to the input shaft. And connecting each carrier of the first gear set to the output member, and
A first clutch for connecting / disconnecting the input shaft with the sun gear of the first gear set and the sun gear of the second gear set; a second clutch for connecting / disconnecting the input shaft with the ring gear of the first gear set and the carrier of the second gear set; A first brake that connects and disconnects the ring gear of the first gear set and the carrier of the second gear set, a second brake that connects and disconnects the case and the ring gear of the second gear set and the carrier of the third gear set, and the case and the third gear set A third brake for connecting and disconnecting the ring gear of
First speed is formed by engaging the first clutch and the first brake, second speed is formed by engaging the first clutch and the second brake, and the first clutch and the third brake are engaged. To form the third speed, to form the fourth speed by engaging the first clutch and the second clutch, to form the fifth speed by engaging the second clutch and the third brake, By engaging the second brake, 6th speed is formed,
The input shaft is formed by a single shaft member, and the first and second clutches are disposed on the outer periphery of the portion on the drive source side of the output member on the input shaft, and the outer periphery of the portion on the counter drive source side from the output member. It said first, second, with respectively disposed the third gear set, the first, portion of the drive source-side all of the parts from the site of the non-drive-source side than the portion where the second clutch is connected at the input shaft to The portion of the input shaft to which the first and second clutches are connected is larger in diameter than the portions on the drive source side and the counter drive reduction side, and closer to the drive source side than the output member. A diameter-expanded portion that is located across an axial gap ,
The first clutch is connected to the sun gear of the first gear set and the sun gear of the second gear set that are connected to and disconnected from the input shaft, and the axial gap between the output member and the enlarged diameter portion and the output member and the input shaft. The second clutch is connected to the carrier of the second gear set that is connected to and disconnected from the input shaft, and the shaft between the output member and the enlarged-diameter portion is connected via a connecting member that passes through a radial gap therebetween. It is connected through a connecting member that passes through a gap in the direction and a radial gap between the output member and the input shaft .

  According to a second aspect of the present invention, in the first aspect of the present invention, the first, second, and third brakes are arranged on the outer peripheral sides of the first, second, and third gear sets. It is characterized by being arranged so as to overlap in the input shaft direction with respect to the arrangement position of the gear set.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the output is provided between the first and second clutches and the first, second, and third gear sets. A member is disposed, and the first and second clutches are disposed so as to overlap each other in the radial direction.

  With the configuration described above, according to the invention of each claim of the present application, the following effects can be obtained.

  First, according to the first aspect of the present invention, the 6-speed forward automatic transmission is configured using only a single-pinion type planetary gear set having a simple structure, such as a Ravigneaux type planetary gear set, a double-pinion type Compared to a planetary gear set, the transmission as a whole can be made more compact.

  And according to this invention, the part by the side of the non-driving source in which the 1st, 2nd, 3rd gear set was arrange | positioned in the said input shaft is the part to which the said 1st, 2nd clutch in this input shaft was connected. Since the diameter is smaller than the portion on the drive source side, the automatic transmission can be made more compact in the radial direction at the portion on the side opposite to the drive source where the gear set is disposed, and the input shaft is In an automobile equipped with a horizontal automatic transmission arranged in the vehicle width direction, it contributes to the expansion of the vehicle interior space.

  According to a second aspect of the present invention, the first, second, and third brakes are disposed on the outer peripheral side of the first, second, and third gear sets with respect to the arrangement positions of these gear sets. Since they are arranged so as to overlap in the input axis direction, the dimension in the axial direction is shortened compared to the case where they do not overlap.

  In this case, as described above, the portion on the counter drive source side where the first, second, and third gear sets on the input shaft are disposed has a smaller diameter than the portion on the drive source side. These gear sets can be brought closer to the inner side in the radial direction, and therefore, the increase in the radial direction due to the arrangement of the first, second, and third brakes on the outer peripheral side thereof is suppressed.

  According to the third aspect of the present invention, the first and second clutches are arranged in the radial direction inside and outside on the drive source side of the output member. The axial dimension of the automatic transmission is shortened compared to the case where it is not arranged.

1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention. It is a table | surface which shows the relationship between the combination of fastening of a friction element, and a gear stage. It is a principal part outline figure which shows the state of 1st speed. It is a principal part outline figure which shows the state of 2nd speed. It is a principal part outline figure which shows the state of 3rd speed. It is a principal part outline figure which shows the state of 4th speed. It is a principal part outline figure which shows the state of 5th speed. It is a principal part outline figure which shows the state of 6 distances. It is a principal part outline figure which shows the state of reverse speed. It is sectional drawing which shows the structure of the part by the side of the torque converter of a transmission mechanism. It is sectional drawing which similarly shows the structure of the part by the side of an anti-torque converter.

  Embodiments of the present invention will be described below.

  FIG. 1 is a skeleton diagram showing a configuration of an automatic transmission according to an embodiment of the present invention. This automatic transmission 1 is applied to an engine-side mounted vehicle such as a front engine front drive vehicle, The main components include a torque converter 3 attached to the engine output shaft 2 and a transmission mechanism 5 to which the output rotation of the torque converter 3 is input via the input shaft 4. 4 is housed in the transmission case 6 in a state of being arranged on the axis of the shaft 4.

  Then, the output rotation of the transmission mechanism 5 is transmitted to the differential device 9 via the counter drive mechanism 8 from the output gear 7 which is also disposed in the intermediate portion of the input shaft 4 on the axis of the input shaft 4. The left and right axles 9a and 9b are driven.

  The torque converter 3 includes a case 3a connected to the engine output shaft 2, a pump 3b fixed in the case 3a, and opposed to the pump 3b and driven by the pump 3b via hydraulic oil. A turbine 3c, a stator 3e interposed between the pump 3b and the turbine 3c and supported by the transmission case 6 via a one-way clutch 3d to increase torque, and the case 3a and the turbine 3c, and a lock-up clutch 3f that directly connects the engine output shaft 2 and the turbine 3c via the case 3a. Then, the rotation of the turbine 3 c is transmitted to the transmission mechanism 5 through the input shaft 4.

  On the other hand, the transmission mechanism 5 includes first, second, and third planetary gear sets (hereinafter, simply referred to as “first, second, and third gear sets”) 10, 20, and 30, which are included in the transmission case 6. Are arranged in order from the torque converter side on the counter-torque converter side of the output gear 7.

  Further, as a friction element constituting the speed change mechanism 5, a first clutch 40 and a second clutch 50 are disposed on the torque converter side of the output gear 7, and a first clutch 40 and a second clutch 50 are disposed on the counter torque converter side of the output gear 7. 1 brake 60, 2nd brake 70, and 3rd brake 80 are arrange | positioned in order from the torque converter side, and the one-way clutch 90 is arrange | positioned in parallel with the 1st brake 60 further.

  Each of the first, second, and third gear sets 10, 20, and 30 is a single pinion type planetary gear set, and is engaged with the sun gears 11, 21, and 31 and the sun gears 11, 21, and 31, respectively. A plurality of pinions 12, 22, 32, carriers 13, 23, 33 that respectively support these pinions 12, 22, 32, and ring gears 14, 24, 34 that mesh with the pinions 12, 22, 32, respectively. ing.

  The input shaft 4 is connected to the sun gear 31 of the third gear set 30, the sun gear 11 of the first gear set 10, the sun gear 21 of the second gear set 20, the ring gear 14 of the first gear set 10, and the second gear set 20. The carrier 23, the ring gear 24 of the second gear set 20, and the carrier 33 of the third gear set 30 are connected to each other. The output gear 7 is connected to the carrier 13 of the first gear set 10.

  Further, the sun gear 11 of the first gear set 10 and the sun gear 21 of the second gear set 20 are connected to the input shaft 4 through the first clutch 40 so as to be connectable and detachable, and the carrier 23 of the second gear set 20 is The input shaft 4 is connected to the input shaft 4 via the second clutch 50 so as to be connected and disconnected.

  Further, the ring gear 14 of the first gear set 10 and the carrier 23 of the second gear set 20 are connected to the transmission case 6 via the first brake 60 and the one-way clutch 90 arranged in parallel so as to be connectable and disconnectable. The ring gear 24 of the second gear set 20 and the carrier 33 of the third gear set 30 are connected to the transmission case 6 via the second brake 70 so that they can be connected and disconnected, and the ring gear 34 of the third gear set 30 is It is connected to the transmission case 6 via the third brake 80 so as to be connectable and detachable.

  With the above-described configuration, according to the speed change mechanism 5, the forward 6 speed and the reverse speed are obtained by combining the engagement states of the first and second clutches 40 and 50 and the first, second, and third brakes 60, 70, and 80. The relationship between the combination and the gear position is shown in the fastening table of FIG. Note that the first brake 60 is engaged only at the first speed at which the engine brake is operated, and at the first speed at which the engine brake is not operated, the one-way clutch 90 is locked to form the first speed.

  Next, the power transmission state of the speed change mechanism 5 at each speed stage will be described.

  First, at the first speed, as shown in FIG. 3, the first clutch 40 is engaged and the one-way clutch 90 is locked. Further, at the first speed at which the engine brake operates, the first brake 60 is also engaged.

  At this time, rotation of the input shaft 4 (hereinafter referred to as “input rotation”) is input to the sun gear 11 of the first gear set 10 via the first clutch 40, but the ring gear 14 of the first gear set 10 is the first gear 14. Since it is fixed to the transmission case 6 via the brake 60 or the one-way clutch 90, the input rotation is decelerated and output from the carrier 13 to the output gear 7. Thereby, the 1st speed with a large reduction gear ratio is obtained.

  Next, at the second speed, as shown in FIG. 4, the first clutch 40 and the second brake 70 are engaged, and the input rotation is transmitted via the first clutch 40 to the sun gear 11 and the second gear set of the first gear set 10. 20 sun gears 21. At this time, in the second gear set 20, since the ring gear 24 is fixed by the second brake 70, the input rotation input to the sun gear 21 is decelerated and then output from the carrier 23, and the ring gear of the first gear set 10 is output. 14 is input.

  Therefore, in the first gear set 10, the input rotation input to the sun gear 11 is output to the carrier 13 or the output gear 7 at a reduction ratio smaller than the first speed at which the ring gear 14 is fixed. The second speed with a reduction ratio smaller than the first speed is obtained.

  Next, at the third speed, as shown in FIG. 5, the first clutch 40 and the third brake 80 are engaged, and the input rotation is transmitted via the first clutch 40 to the sun gear 11 and the second gear set of the first gear set 10. 20 is input to the sun gear 21 and directly to the sun gear 31 of the third gear set 30.

  At this time, in the third gear set 30, since the ring gear 34 is fixed by the third brake 80, the input rotation input to the sun gear 31 is output from the carrier 33 after being decelerated, and the ring gear of the second gear set 20 is output. 24. Accordingly, in the second gear set 20, the input rotation input to the sun gear 21 is output from the carrier 23 at a reduction ratio smaller than the second speed at which the ring gear 24 is fixed, and this rotation is the first gear set 10. The ring gear 14 is input.

  As a result, in the first gear set 10, the rotation of the ring gear 14 is increased from the second speed, the input rotation input to the sun gear 11 is decelerated, and the rotation when output from the carrier 13 to the output gear 7 is 2 It will be faster than the speed. As a result, the third speed having a reduction ratio smaller than that of the second speed is obtained.

  Next, at the fourth speed, as shown in FIG. 6, the first clutch 40 and the second clutch 50 are engaged, and the input rotation is input to the sun gear 11 of the first gear set 10 via the first clutch 40. At the same time, it is also input to the carrier 23 of the second gear set 20 via the second clutch 50. Since the carrier 23 of the second gear set 20 is connected to the ring gear 14 of the first gear set 10, the input rotation is also input to the ring gear 14 of the first gear set 10.

  As a result, the entire first gear set 10 rotates integrally with the input shaft 4, and a rotation at the same speed as the input rotation is output from the ring gear 14 to the output gear 7. Thereby, the fourth speed with a reduction ratio of 1 is obtained.

  Next, at the fifth speed, as shown in FIG. 7, the second clutch 50 and the third brake 80 are engaged, and the input rotation is input to the carrier 23 of the second gear set 20 via the second clutch 50. At the same time, it is directly input to the sun gear 31 of the third gear set 30.

  At this time, in the third gear set 30, the ring gear 34 is fixed by the third brake 80. Therefore, the input rotation input to the sun gear 31 is decelerated and then output from the carrier 33, and the ring gear of the second gear set 20 is output. 24. Therefore, in the second gear set 20, the input rotation input to the carrier 23 is accelerated and output from the sun gear 21, and this rotation is input to the sun gear 11 of the first gear set 10.

  As a result, in the first gear set 10, the input rotation is input to the ring gear 14 through the carrier 23 of the second gear set 20, and at the same time, the rotation increased from the input rotation is input to the sun gear 11. Thus, the rotation increased from the input rotation is output from the carrier 13 to the output gear 7. As a result, the fifth overdrive speed with a reduction ratio smaller than 1 is obtained.

  Next, at the sixth speed, as shown in FIG. 8, the second clutch 50 and the second brake 70 are engaged, and the input rotation is input to the carrier 23 of the second gear set 20 via the second clutch 50. . At this time, in the second gear set 20, since the ring gear 24 is fixed by the second brake 70, the input rotation input to the carrier 23 is accelerated and output from the sun gear 21, and the sun gear 11 of the first gear set 10 is output. Is input.

  As a result, in the first gear set 10, the input rotation is input to the ring gear 14 through the carrier 23 of the second gear set 20, and at the same time, the rotation increased from the input rotation is input to the sun gear 11. However, in this case, since the rotation input to the sun gear 11 is increased from the case of the fifth speed, the rotation output from the carrier 13 is also increased from the fifth speed. As a result, overdrive 6th speed with a reduction ratio smaller than 5th speed is obtained.

  Further, at the reverse speed, as shown in FIG. 9, the first brake 60 and the third brake 80 are engaged, and the input rotation is directly input to the sun gear 31 of the third gear set 30. Since the ring gear 34 of the third gear set 30 is fixed by the third brake 80, the input rotation input to the sun gear 31 is decelerated and then input from the carrier 33 to the ring gear 24 of the second gear set 20. .

  At this time, since the carrier 23 is fixed by the first brake 60 in the second gear set 20, the rotation input to the ring gear 24 is reversed in direction and output from the sun gear 21, and this rotation is output from the first gear set 10. Is input to the sun gear 11.

  Therefore, in the first gear set 10, in the state where the ring gear 14 is fixed by the first brake 60, reverse rotation is input to the sun gear 11 and further decelerated before being output from the carrier 13 to the output gear 7. It will be. Thereby, a reverse speed with a large reduction ratio can be obtained.

  As described above, according to this embodiment, the speed change mechanism 5 is configured using the three single pinion type planetary gear sets 10, 20, and 30 with a simple configuration and low drive loss and noise. . As a result, as an automatic transmission with six forward speeds, an automatic transmission in which the reduction ratio of each gear stage is appropriately set, is compact, and has excellent power transmission efficiency and quietness is realized.

  In the transmission mechanism 5, the output gear 7 is disposed on the torque converter side of the first, second, and third gear sets 10, 20, and 30 in the intermediate portion of the input shaft 4. It will be close to the torque converter 3. Therefore, as shown in FIG. 1, the differential gear 9 and the output gear 7 disposed in the vicinity of the torque converter 3 approach each other in the axial direction, and the length of the counter drive shaft 8a constituting the counter drive mechanism 8 is short. Become.

  As a result, when the automatic transmission 1 and the differential device 9 connected via the counter drive mechanism 8 are integrated to form a power unit, this can be configured compactly, and layout characteristics when mounted on a vehicle Will improve.

  Next, a specific structure of the speed change mechanism 5 according to this embodiment will be described.

  FIG. 10 shows the structure on the torque converter side of the output gear 7 of the transmission mechanism 5. An oil pump 100 is attached to the opening of the front end of the transmission case 6, and the oil pump 100, the output gear 7, The first and second clutches 40 and 50 are disposed between the two. The oil pump 100 also functions as a case that forms a housing portion of the transmission mechanism 5 together with the transmission case 6.

  The first clutch 40 includes a drum 41 and a hub 42 disposed on the inside thereof. The drum 41 is connected to the input shaft 4 via an extension member 41a coupled to an inner peripheral portion. Similarly, it is connected to the sun gears 11 and 21 of the first and second gear sets 10 and 20 via the extending member 42a coupled to the inner peripheral portion (see FIG. 11).

  Further, a plurality of friction plates 43... 43 are disposed between the drum 41 and the hub 42, and are alternately engaged with the drum 41 and the hub 42, and these friction plates 43. A piston 44 to be fastened, a hydraulic chamber 45 which is provided between the piston 44 and the drum 41 and operates the piston 44 in the fastening direction when supplying hydraulic oil, and urges the piston 44 in the anti-fastening direction. A return spring 46 is provided. Further, a balance chamber 48 is provided on the side of the anti-hydraulic chamber 45 of the piston 44, which is formed by a seal plate 47 and prevents the friction plates 43 ... 43 from being dragged by the remaining hydraulic oil in the hydraulic chamber 45 when not fastened. Yes.

  The second clutch 50 includes a drum 51 disposed on the inner side of the hub 42 of the first clutch 40 and a hub 52 disposed on the inner side, and the drum 51 is coupled to an inner peripheral portion. The hub 52 is connected to the input shaft 4 via the extension member 51a and the extension member 41a of the drum 41 of the first clutch 40, and the hub 52 is also connected to the inner periphery of the carrier 23 of the second gear set 20 via the extension member 52a. (See FIG. 11).

  Further, a plurality of friction plates 53... 53 are disposed between the drum 51 and the hub 52, and are alternately engaged with the drum 51 and the hub 52. Similarly to the first clutch 40, A piston 54 for fastening the friction plates 53... 53, a hydraulic chamber 55 for operating the piston 54 in the fastening direction, and a return spring 56 for biasing the piston 54 in the anti-fastening direction are provided. A balance chamber 58 is formed by the seal plate 57.

  On the other hand, the oil pump 100 houses a pair of pump gears 103 and 103 between a pump housing 101 and a pump cover 102 and drives the gears 103 and 103 by a sleeve 3g provided in a case 3a of the torque converter 3. Thus, the hydraulic pressure is generated.

  A boss portion 102a extending toward the anti-torque converter is provided at the center of the pump cover 102, and the boss portion 102a has extension members 41a and 51a of the drums 41 and 51 of the first and second clutches 40 and 50, respectively. Are rotatably supported, and oil passages 45 a and 55 a for supplying hydraulic oil to the hydraulic chambers 45 and 55 of the clutches 40 and 50 are provided in the boss portion 102 a of the pump cover 102. Note that hydraulic oil is supplied to the balance chambers 48 and 58 of both clutches 40 and 50 from a lubricating oil passage 4 a provided in the input shaft 4.

  With the configuration as described above, the first and second clutches 40 and 50 are disposed on the torque converter side of the output gear 7. As described above, the drum 51 of the second clutch 50 is connected to the first clutch 40. Since the both clutches 40 and 50 are disposed inside the hub 42 and overlap each other in the axial direction and overlap each other, the speed change mechanism 5 or the automatic transmission is compared with the case where they are arranged side by side in the axial direction. The axial dimension of the entire machine is shortened.

  As shown in FIGS. 10 and 11, the portion where the first, second, and third gear sets 60, 70, 80 are disposed on the outer periphery of the input shaft 4 on the counter-torque converter side is the input shaft. 4, the drums 41, 51 of the first and second clutches 40, 50 are made smaller in diameter than the portion on the torque converter side than the portion 4 d where the drums 41, 51 are connected via the extension member 41 a (see reference numeral x). Accordingly, the first, second, and third gear sets 60, 70, and 80 can be brought closer to the inside in the radial direction.

  Next, a specific structure on the side opposite to the torque converter from the output gear 7 of the transmission mechanism 5 will be described with reference to FIG. 11. The transmission case 6 has an intermediate wall 6 a that supports the output gear 7 via a bearing 110. And a cylinder of an end cover 6b that functions as a case for forming a storage portion of the transmission mechanism 5 together with the transmission case 6 at the opening of the transmission case 6 on the side opposite to the torque converter. The shape portion 6b ′ is fitted, whereby the opening of the transmission case 6 is closed.

  The first, second, and third gear sets 10, 20, and 30 are arranged in this order from the intermediate wall 6a side between the intermediate wall 6a and the end cover 6b. As described above, the first clutch The sun gears of the first and second gear sets 10 and 20 are connected to the extension member 42 a of the hub 42 of 40, and the carrier 23 of the second gear set 20 is connected to the extension member 52 a of the hub 52 of the second clutch 50.

  Further, the sun gear 31 of the third gear set 30 is connected to the input shaft 4, the carrier 13 and the output gear 7 of the first gear set 10, the ring gear 14 of the first gear set 10 and the carrier 23 of the second gear set 20, the second gear set 20. The ring gear 24 of the gear set 20 and the carrier 33 of the third gear set 30 are connected to each other.

  And the 1st brake 60, the 2nd brake 70, and the 3rd brake 80 are arrange | positioned in this order from the intermediate wall 6a side on the outer side of these gear sets 10, 20, and 30.

  Of these, the first brake 60 is disposed between the hub 61 integral with the ring gear 14 of the first gear set 10 and between the hub 61 and the inner peripheral surface of the transmission case 6. 6, a plurality of friction plates 62... 62 alternately engaged with each other, a piston 63 for fastening these friction plates 62... 62, and a hydraulic chamber 64 for operating the piston 63 in the fastening direction when supplying hydraulic oil. Have. An oil passage 64 a for supplying hydraulic oil to the hydraulic chamber 64 is provided in the transmission case 6. A one-way clutch 90 in parallel with the first brake 60 is disposed between the hub 61 and the inner peripheral surface of the transmission case 6.

  The second brake 70 includes a hub 71 integrated with the ring gear 24 of the second gear set 20 and the carrier 33 of the third gear set 30, and the hub 71 and the inner peripheral surface of the cylindrical portion 6b ′ of the end cover 6b. A plurality of friction plates 72... 72 disposed between the hub 71 and the end cover cylindrical portion 6 b ′ and alternately engaged with the hub 71 and the end cover cylindrical portion 6 b ′, and a piston 73 for fastening the friction plates 72.

  The piston 73 is accommodated in a cylinder member 74 attached to a fitting portion between the transmission case 6 and the cylindrical portion 6b ′ of the end cover 6b, and an outer periphery between the piston 73 and the cylinder member 74. An outer hydraulic chamber 75 and an inner hydraulic chamber 76 are provided on the side and the inner peripheral side. Oil passages 75 a and 75 b for supplying hydraulic oil for brake engagement to the hydraulic chambers 75 and 76 are provided in the transmission case 6 and the cylinder member 74, respectively.

  The third brake 80 is disposed between the hub 81 integral with the ring gear 34 of the third gear set 30 and the hub 81 and the inner peripheral surface of the cylindrical portion 6b ′ of the end cover 6b. 81 and a plurality of friction plates 82... 82 alternately engaged with the end cover tubular portion 6 b ′, and a piston 83 for fastening these friction plates 82. A hydraulic chamber 84 that operates the piston 83 in the fastening direction when hydraulic fluid is supplied and an oil passage 84a that supplies hydraulic fluid to the hydraulic chamber 84 are provided in the end cover 6b.

  Further, the end cover 6 b is provided with a dedicated lubricating oil passage 6 b ″ for supplying lubricating oil to the bearing portion of the pinion 32 in the third gear set 30. This oil passage 6 b ″ communicates with an oil passage 33 a provided in the carrier 33 of the third gear set 30 and an oil passage 35 a provided in the pinion shaft 35, and is a bearing between the pinion shaft 35 and the pinion 32. Lubricating oil is supplied to the part.

  As described above, the first, second, and third brakes 60, 70, and 80 are disposed between the intermediate wall 6a of the transmission case 6 that supports the output gear 7 and the end cover 6b. Is arranged outside the first, second and third gear sets 10, 20, 30 so that these brakes 60, 70, 80 and the gear sets 10, 20, 30 are offset in the axial direction. Compared with the case where it is done, the axial direction dimension of the transmission mechanism 5 or the whole automatic transmission is shortened.

  The output gear 7 or the intermediate wall 6a of the transmission case has the first and second clutches 40 and 50 on the torque converter side, and the first, second and third brakes 60 and 70 on the counter-torque converter side. , 80 are arranged together, so that an oil passage for supplying hydraulic oil to these hydraulic chambers is simply configured.

  That is, the clutches 40 and 50 cannot supply hydraulic oil directly from the transmission case 6 and supply hydraulic oil from the center side where the input shaft 4 is disposed, while the brakes 60, 70, 80, since hydraulic oil is supplied from the transmission case 6 side, if these are mixed in the transmission case 6, the configuration of the oil path becomes complicated. As described above, the first and second clutches By arranging 40, 50 and the first, second, and third brakes 60, 70, 80 together, the oil passage is simply configured.

  Since the first and second clutches 40 and 50 are arranged together on the torque converter side in the transmission case 6, oil passages 45 a and 55 a that supply hydraulic oil to these hydraulic chambers 45 and 55 are provided as oil. It becomes possible to provide the pump cover 102 in a concentrated manner, and this also simplifies the configuration of the oil passage.

  Further, as described above, since the hydraulic chamber of the second brake 70 is divided into the outer hydraulic chamber 75 and the inner hydraulic chamber 76, the second brake 70 is engaged at the time of shifting to the second speed and the sixth speed. During the fastening operation, only one of the hydraulic chambers is used while securing the required torque transmission capacity by supplying hydraulic oil to both hydraulic chambers 75 and 76 after the fastening operation is completed. Subtle control of the fastening operation is possible. As a result, a good shifting operation is realized at the time of shifting to either the second gear or the sixth gear with a large difference in transmission torque.

  By the way, according to the speed change mechanism 5 having the above configuration, at the first speed, as shown in FIG. 3, in the second gear set 20, the input shaft is connected to the sun gear 21 with the carrier 23 fixed by the first brake 60. When the rotation of 4 is input, the ring gear 24 rotates in the direction opposite to the rotation of the input shaft 4. Since this reverse rotation is input to the carrier 33 of the third gear set 30, the rotation of the input shaft 4 is input to the sun gear 31 in the third gear set 30, and the reverse of the reverse direction is input to the carrier 33. Rotation will be input.

  Therefore, the pinion 32 rotates at a remarkably high speed without transmitting power, and the lubrication by the lubricating oil passages 4b and 4c provided in the input shaft 4 is insufficient in the amount of lubricating oil with respect to the rotational speed. Will do.

  However, as shown in FIG. 11, the bearing portion of the pinion 32 in the third gear set 30 is sufficiently supplied with lubricating oil from the dedicated lubricating oil passage 6b ″ provided in the end cover 6b. Can be avoided by rotating at high speed with insufficient lubrication.

  As described above, since the automatic transmission according to the present invention is composed of only a single pinion type planetary gear set with a simple structure, the transmission mechanism contributes to downsizing and cost reduction of the automatic transmission. Therefore, it may be suitably used in the field of automobile industry or automobile transmission manufacturing industry.

1 Automatic transmission 4 Input shaft 6 Case 7 Output member (output gear)
10 1st gear set 20 2nd gear set 30 3rd gear set 40 1st clutch 50 2nd clutch 60 1st brake 70 2nd brake 80 3rd brake

Claims (3)

An input shaft disposed in the vehicle width direction of the automobile and having one end connected to a drive source, an output member disposed in an intermediate portion of the input shaft, a sun gear, a pinion, a carrier, and the like A first, second and third gear set comprising a single pinion type planetary gear set composed of ring gears;
The sun gear of the first gear set and the sun gear of the second gear set, the ring gear of the first gear set and the carrier of the second gear set, the ring gear of the second gear set and the carrier of the third gear set, respectively,
A sun gear of a third gear set is connected to the input shaft, a carrier of the first gear set is connected to the output member, and
A first clutch that connects and disconnects the input shaft and the sun gear of the first gear set and the sun gear of the second gear set;
A second clutch that connects and disconnects the input shaft and the ring gear of the first gear set and the carrier of the second gear set;
A first brake that connects and disconnects the case and the ring gear of the first gear set and the carrier of the second gear set;
A second brake that connects and disconnects the case and the ring gear of the second gear set and the carrier of the third gear set;
A third brake for connecting and disconnecting the case and the ring gear of the third gear set;
The first gear is formed by engaging the first clutch and the first brake,
2nd speed is formed by engaging the first clutch and the second brake,
The third gear is formed by engaging the first clutch and the third brake,
4th speed is formed by engaging the first clutch and the second clutch,
5th speed is formed by engaging the second clutch and the third brake,
6th speed is formed by engaging the second clutch and the second brake, and
Forming the input shaft with a single shaft member;
The first on the outer periphery of the portion of the drive source side of the output member in said input shaft, a second clutch, the first from the output member to the outer peripheral portion of the non-drive-source side, a second, a third gear set, respectively And arrange
First, from the site where the second clutch is connected to all parts of the non-drive source side and smaller diameter than the portion of the driving source side of the site in the input shaft, and,
The portion of the input shaft where the first and second clutches are connected is larger in diameter than the drive source side and the counter drive reduction side portion , with an axial gap on the drive source side than the output member. With the enlarged diameter part located ,
The first clutch is connected to the sun gear of the first gear set and the sun gear of the second gear set that are connected to and disconnected from the input shaft, and the axial gap between the output member and the enlarged diameter portion and the output member and the input shaft. It is connected via a connecting member that passes through the radial gap between
The second clutch has a second gear set carrier connected to and disconnected from the input shaft, the axial gap between the output member and the enlarged diameter portion, and the radial gap between the output member and the input shaft. An automatic transmission characterized in that it is connected via a connecting member that passes through . In the invention according to claim 1,
The first, second, and third brakes are arranged on the outer peripheral side of the first, second, and third gear sets so as to overlap with the arrangement positions of these gear sets in the input shaft direction. An automatic transmission characterized by that. In the invention according to claim 1 or 2,
The output member is disposed between the first and second clutches and the first, second and third gear sets; and
The automatic transmission according to claim 1, wherein the first and second clutches are arranged to overlap each other in the radial direction.

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