JP6040919B2 - Automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission mounted on a vehicle, and belongs to the technical field of a vehicle transmission.

  An automatic transmission mounted on a vehicle generally includes a plurality of planetary gear sets (planetary gear mechanisms) and a plurality of hydraulic friction engagement elements such as clutches and brakes, and these friction engagement elements are selectively controlled by hydraulic control. By fastening, the power transmission path through each planetary gear set can be switched to achieve a plurality of forward shift speeds and typically one reverse speed speed. In order to improve the transmission performance and the transmission performance, it is required to increase the number of forward gears. For example, the vehicle has three planetary gear sets and six friction engagement elements, and two of these friction engagement elements are engaged. Thus, an automatic transmission that achieves eight forward speeds has been considered.

  However, in this configuration, there are four non-engaged frictional engagement elements at each gear position. Therefore, the sliding resistance between the friction plates in these frictional engagement elements or the viscosity of the lubricating oil between the friction plates. Due to the resistance or the like, the driving loss of the entire transmission increases, and there is a possibility that the effect of improving the fuel consumption performance due to the multi-stage is impaired.

  On the other hand, Patent Document 1 includes four planetary gear sets and five frictional engagement elements, and implements eight forward stages by selectively fastening three of these frictional engagement elements. An automatic transmission is disclosed, and according to this, since the number of non-engaged frictional engagement elements at each shift stage is two, the drive loss as described above is suppressed.

  Further, in this automatic transmission, since the four planetary gear sets are all single pinion type, the structure is simplified compared to the case of using a double pinion type planetary gear set, and the entire transmission may be made compact. There is.

  Further, Patent Document 2 includes four planetary gear sets and five frictional engagement elements as in Patent Document 1, and by selectively fastening three of these frictional engagement elements, An automatic transmission that achieves eight forward speeds is disclosed. In particular, in the automatic transmission of Patent Document 2, two planetary gear sets to which a ring gear and a sun gear are connected are connected to an inner peripheral side and an outer peripheral side in the radial direction. Thus, the axial dimension of the entire automatic transmission is shortened.

Japanese Patent No. 4644700 International Publication No. 2013/117369

  As shown in FIG. 17, the automatic transmission disclosed in Patent Document 1 arranges first, second, third, and fourth planetary gear sets PGa, PGb, PGc, and PGd from the input side (left side in the figure). The first clutch CLa is provided between the second and third planetary gear sets PGb and PGc, and the second clutch CLb and the third clutch CLc are provided on the outer peripheral side and the inner peripheral side between the third and fourth planetary gear sets PGc and PGd, respectively. In addition, the carrier of the first planetary gear set PGa and the ring gear of the fourth planetary gear set PGd are connected by a power transmission member x, and the ring gear of the second planetary gear set PGb and the sun gear of the third planetary gear set PGc are connected to the power transmission member y. To connect the carrier of the third planetary gear set PGc and the key of the fourth planetary gear set PGd. A rear has a configuration which is connected with the power transmission member z.

  According to such a configuration, the power transmission members x and y cover the outside of the first clutch CLa, and the power transmission members x and z cover the outside of the second and third clutches CLb and CLc. The clutches CLa, CLb, and CLc are located in a closed space surrounded by the planetary gear sets on both sides and the outer power transmission member.

  Further, as shown in FIG. 18, the automatic transmission disclosed in Patent Document 2 has a single pinion type first and second planetary gear sets PGa ′ and PGb ′ on the input side (left side in the figure). And a double pinion type third planetary gear set PGc ′ and a single pinion type fourth planetary gear set PGd ′ are arranged on the output side, and the first and second planetary gear sets PGa ′, PGb The first clutch CLa ′ is disposed on the input side of the second clutch CLb ′ on the output side, and the third clutch CLc ′ is disposed on the output side of the first clutch CLa ′. The outer rotating member of the clutch CLc ′ is connected by a power transmission member x ′ straddling the outer peripheral side of the second clutch CLb ′.

  Therefore, also in this automatic transmission, the second clutch CLb ′ includes the first and second planetary gear sets PGa ′ and PGb ′, the inner rotating member y ′ of the third clutch CLc ′, and the power transmission member x ′. It will be located in the enclosed space surrounded by.

  As in these automatic transmissions, when the clutch is arranged in a closed space in the transmission case, an oil passage for supplying hydraulic pressure to the clutch is connected to the outer peripheral wall, vertical wall, or vertical wall of the transmission case. Hydraulic pressure is supplied to the clutch through an oil passage that passes through the inside of the planetary gear set, such as using a shaft member or a sleeve member that penetrates the planetary gear set, for example, that cannot be guided from a boss portion that extends along the axis. It becomes composition.

  For this reason, the hydraulic supply oil passage is long and complicated, the transmission becomes large, and the response of the shift control by the hydraulic supply / discharge is deteriorated. In addition, the number of communicating portions of the oil passage between the relatively rotating members is increased, and the amount of hydraulic oil leaked from the seal mechanism at these communicating portions is increased. This leads to an increase in the size of the machine and a deterioration in the response of shift control due to leakage.

  The present invention addresses the above-mentioned problems associated with multi-stage automatic transmissions, and can simplify the hydraulic supply oil path to the clutch as a horizontal automatic transmission whose shaft center extends in the vehicle body width direction. In addition, it is an object of the present invention to realize an automatic transmission having a new configuration that is further compacted by appropriate arrangement of frictional engagement elements and that can provide good on-vehicle performance.

  In order to solve the above-described problems, an automatic transmission according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
In the transmission case, on the axis extending in the vehicle body width direction,
An input member coupled to the drive source;
An output member disposed on the drive source side in the transmission case and connected to a differential mechanism;
A first sun gear, a first ring gear, a first planetary gear set having a first carrier, a second sun gear, a second ring gear, a second planetary gear set having a second carrier, a third sun gear, a third ring gear, and a third carrier having a third carrier. A third planetary gear set, and a fourth planetary gear set having a fourth sun gear, a fourth ring gear, and a fourth carrier;
A first clutch, a second clutch, and a third clutch that have an inner rotating member and an outer rotating member and connect and disconnect them according to the supply and discharge of hydraulic pressure;
A horizontal automatic transmission provided with first and second brakes for connecting and disconnecting a transmission case and a predetermined rotating member according to supply and discharge of hydraulic pressure,
The third and fourth planetary gear sets are arranged so as to overlap in the radial direction on the most anti-drive source side among the first, second, third, and fourth planetary gear sets,
The second planetary gear set is disposed adjacent to the drive source side of the third and fourth planetary gear sets,
The first clutch is disposed on an outer peripheral side of the second planetary gear set,
The second and third clutches are arranged so as to overlap in the radial direction on the side opposite to the driving source of the third and fourth planetary gear sets.

The invention according to claim 2 is the automatic transmission according to claim 1,
One of the inner and outer rotating members of the first clutch, one of the inner and outer rotating members of the second clutch, and one of the inner and outer rotating members of the third clutch are coupled, and these A common rotating member shared by the clutch is always connected to the first sun gear,
The other rotating member of the first clutch is always connected to the fourth ring gear,
The other rotating member of the second clutch is always connected to the input member and the third carrier,
The other rotating member of the third clutch is always connected to the third ring gear and the fourth sun gear.

The invention according to claim 3 is the automatic transmission according to claim 1 or 2,
The third planetary gear set and the fourth planetary gear set are overlapped in a radial direction with the former as an inner peripheral side and the latter as an outer peripheral side, and the third ring gear and the fourth sun gear are integrated.

According to a fourth aspect of the present invention, in the automatic transmission according to any one of the first to third aspects,
The second and third clutches are arranged in the radial direction so as to overlap with each other at the end on the counter drive source side in the transmission case, and the hydraulic pressure supply oil path to these clutches is the counter drive of the transmission case It is configured to communicate with the hydraulic chamber of each clutch from the end on the source side.

The invention according to claim 5 is the automatic transmission according to any one of claims 1 to 4,
The first, second, third and fourth planetary gear sets are all single-pinion type planetary gear sets,
The first carrier and the second ring gear are always connected,
The second sun gear and the third sun gear are always connected,
The second carrier and the fourth carrier are always connected,
The third ring gear and the fourth sun gear are always connected,
The input member is always connected to the third carrier,
The output member is always connected to the second carrier and the fourth carrier,
The first clutch connects and disconnects the fourth ring gear and the first sun gear;
The second clutch connects and disconnects the input member, the third carrier, and the first sun gear,
The third clutch connects and disconnects the third ring gear, the fourth sun gear, and the first sun gear;
The first brake connects and disconnects the second sun gear and the third sun gear to the transmission case,
The second brake connects and disconnects the first ring gear and a transmission case.

The invention according to claim 6 is the automatic transmission according to claim 5,
Of the first, second and third clutches and the first and second brakes,
First speed is formed when the second clutch, the first brake and the second brake are engaged,
Second speed is formed when the third clutch, the first brake and the second brake are engaged,
Third speed is formed when the second clutch, the third clutch and the second brake are engaged,
When the first clutch, the third clutch and the second brake are engaged, the fourth speed is formed,
When the first clutch, the second clutch and the second brake are engaged, the fifth speed is formed,
When the first clutch, the second clutch, and the third clutch are engaged, a sixth speed with a reduction ratio of 1 is formed,
Seventh speed is formed when the first clutch, the second clutch and the first brake are engaged,
8-speed is formed when the first clutch, the third clutch and the first brake are engaged,
A reverse speed is formed when the first clutch, the first brake, and the second brake are engaged.

  With the above configuration, according to the first aspect of the present invention, the first clutch is disposed on the outer peripheral side of the second planetary gear set disposed adjacent to the drive source side of the third and fourth planetary gear sets, Since the second and third clutches are arranged in the radial direction on the counter drive source side of the third and fourth planetary gear sets, the first, second, and third clutches are connected to the planetary gear set and other power transmission members. It becomes possible to arrange | position in a non-closed state, without being surrounded by etc.

  As a result, as compared with the case where the clutch is disposed in a closed space surrounded by a planetary gear set, a power transmission member, or the like as in the automatic transmission shown in FIGS. The road can be configured to be short and simple, and an increase in the overall size of the transmission and deterioration in response of shift control due to hydraulic supply / discharge are suppressed. Further, since the communication portion of the oil passage between the relatively rotating members can be reduced, the amount of hydraulic oil leaked from the communication portion is reduced, and this also suppresses the deterioration of the responsiveness of the shift control. The

  In addition, the third and fourth planetary gear sets are arranged so as to overlap in the radial direction, and the second and third clutches are also arranged so as to overlap in the radial direction, so that the third and fourth planetary gear sets are arranged in the axial direction. The axial dimension of the transmission is shortened as compared with the case where the second and third clutches are arranged side by side in the case where they are arranged side by side.

  As a result, particularly in a horizontal automatic transmission in which restrictions on axial dimensions (vehicle width direction dimensions) are severe, the axial dimensions are effectively shortened, and the onboard performance is improved.

  In addition, the first clutch is arranged on the outer peripheral side of the second planetary gear set, and the second and third clutches are arranged in the radial direction on the counter driving source side of the third and fourth planetary gear sets. Compared to the case where the first, second, and third clutches are disposed on the counter drive source side of the third and fourth planetary gear sets, the diameter dimension on the counter drive source side of the automatic transmission can be suppressed. . As a result, in a horizontal automatic transmission, it is possible to avoid interference with vehicle body components such as side frames.

  According to a second aspect of the present invention, any one of the inner rotating member and the outer rotating member of the first, second, and third clutches is coupled to be shared by each clutch. Since it is a rotating member, the configuration is simplified as compared to the case where these rotating members are provided for each clutch, and the configuration of the hydraulic oil supply passage to each clutch is achieved by using this common rotating member. This can be further simplified.

  According to the invention of claim 3, since the third planetary gear set is overlapped in the radial direction as the inner peripheral side and the fourth planetary gear set as the outer peripheral side, the former third ring gear and the latter fourth sun gear are The number of parts can be reduced and the radial dimensions at the third and fourth planetary gear sets can be reduced compared to the case where these are formed separately and connected. It becomes.

  According to the fourth aspect of the present invention, the second and third clutches are disposed in the radial direction so as to overlap each other at the end on the counter drive source side in the transmission case. The supply oil passage can be configured to communicate with the hydraulic chamber of each clutch from the end of the transmission case on the side opposite to the drive source, shortening and simplifying the hydraulic supply oil passage from the transmission case to each clutch Is specifically realized.

  Further, according to the invention described in claim 5, the connection relationship between the rotating elements of the first, second, third, and fourth planetary gear sets, the connection relationship between these and the input and output members, The configuration of the entire automatic transmission including the rotating elements connected and disconnected by the clutch and the brake is embodied, and according to the invention described in claim 6, the content of the shift control is further embodied. . As a result, the hydraulic supply oil passage is simplified, and the horizontal automatic transmission having eight forward speeds and one reverse speed stage is realized which has a reduced axial dimension and excellent in-vehicle performance.

1 is a schematic diagram of an automatic transmission according to a first embodiment of the present invention. 3 is a fastening table of frictional engagement elements of the automatic transmission. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the first speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the second speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram showing a fastening state of a frictional engagement element at the third speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the fourth speed. FIG. 6 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the fifth speed. FIG. 6 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the sixth speed. FIG. 6 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the seventh speed. FIG. 7 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at the eighth speed. FIG. 4 is a skeleton diagram and a reduction ratio diagram illustrating a fastening state of a frictional engagement element at a reverse speed. It is a table | surface of the gear number sequence which comprises a planetary gear set. It is a table | surface which shows the reduction ratio and gear step in the case of the number of teeth row | line | column of FIG. It is a skeleton diagram of an automatic transmission concerning a 2nd embodiment of the present invention. It is a skeleton diagram of an automatic transmission concerning a 3rd embodiment of the present invention. FIG. 10 is a schematic diagram of an automatic transmission according to a fourth embodiment of the present invention. It is a skeleton diagram showing a first conventional example of an automatic transmission with eight forward speeds. It is a skeleton diagram showing a second conventional example of an automatic transmission with eight forward speeds.

  Hereinafter, embodiments of the present invention will be described.

  FIG. 1 is a skeleton diagram showing a configuration of an automatic transmission 10 according to a first embodiment of the present invention. The automatic transmission 10 is a horizontal automatic transmission whose axis extends in the vehicle body width direction. In the transmission case 11, for example, an input shaft 12 as an input member extending from a driving source A composed of an engine and a torque converter, and the driving source A side (hereinafter referred to as “front side”) in the transmission case 11. And an output gear 13 as an output member disposed on the counter drive source A side (hereinafter referred to as “rear side”) of the output gear 13. 4 planetary gear sets (hereinafter simply referred to as “gear sets”) PG1, PG2, PG3, and PG4, which are disposed on the same axis.

  Although not shown, the output gear 13 is connected to the input gear of the differential mechanism via a gear on the counter drive shaft constituting the counter drive mechanism, and is finally decelerated in a gear train from the output gear 13 to the input gear. The machine is configured. In the automatic transmission 10, a differential mechanism is disposed on the drive source side of the automatic transmission 10, and the differential mechanism is integrated with the automatic transmission 10 to constitute a single unit.

  The third gear set PG3 and the fourth gear set PG4 are arranged at substantially the same position in the axial direction, and are overlapped in the radial direction with the former as the inner peripheral side and the latter as the outer peripheral side. PG1, the second gear set PG2, and the third and fourth gear sets PG3 and PG4 stacked in the radial direction are arranged in this order.

  Each of the gear sets PG1 to PG4 is a single pinion type in which a pinion supported by a carrier directly meshes with a sun gear and a ring gear. As a rotating element, the first gear set PG1 includes a first sun gear S1 and a first ring gear. R1, first carrier C1, second gear set PG2 has second sun gear S2, second ring gear R2, second carrier C2, third gear set PG3 has third sun gear S3, third ring gear R3, The fourth gear set PG4 includes a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier C4.

  Then, when the fourth gear set PG4 is overlapped on the outer peripheral side of the third gear set PG3, the third ring gear R3 and the fourth sun gear S4 that are always connected are directly coupled as a single part or by welding or the like. Is integrated.

  The second sun gear S2 and the third sun gear S3, the first carrier C1 and the second ring gear R2, and the second carrier C2 and the fourth carrier C4 are always connected. The input shaft 12 is always connected to the third carrier C3, and the output gear 13 is always connected to the second carrier C2 and the fourth carrier C4.

  A first brake BR1 is disposed between the drive source A and the output gear 13 at the front end portion in the transmission case 11, and the first gear set is disposed on the drive source side in the transmission case 11. A second brake BR2 is disposed on the outer side in the radial direction of PG1, and a first clutch CL1 is disposed on the outer side in the radial direction of the second gear set PG2 at an axially intermediate portion in the transmission case 11. On the rear end side in the transmission case 11, second and third clutches CL2 and CL3 are disposed further rearward of the third and fourth gear sets PG3 and PG4 stacked in the radial direction.

  In the automatic transmission 10, the second clutch CL2 and the third clutch CL3 arranged on the rear end side of the transmission case 11 are arranged to overlap each other in the radial direction at substantially the same position in the axial direction. A third clutch CL3 is disposed on the outer peripheral side of the two clutch CL2.

  The first clutch CL1 is disposed between the fourth ring gear R4 and the first sun gear S1, and connects and disconnects them. The second clutch CL2 includes the input shaft 12 and the first gear. A third carrier C3 is disposed between the first sun gear S1 and is connected to and disconnected from the first sun gear S1, and the third clutch CL3 is integrated with the third ring gear R3 and the fourth sun gear S4. The first sun gear S1 is disposed between the first sun gear S1 and the first sun gear S1.

  Here, the first to third clutches CL1 to CL3 are defined by cylinders P1 ′ to P3 ′ and pistons P1 ″ to P3 ″ respectively fitted to the cylinders P1 ′ to P3 ′. The hydraulic chambers P1 to P3 are provided, and when the hydraulic pressure is supplied to these hydraulic chambers P1 to P3, the friction plates are fastened and the pair of inner and outer rotating members are coupled.

  Specifically, the first clutch CL1 includes a fourth ring gear R4 that is always connected to the inner rotating member 14 and a first sun gear S1 that is always connected to the outer rotating member 14 ′ when supplying hydraulic pressure to the hydraulic chamber P1. The second clutch CL2 is connected to the input shaft 12 and the third carrier C3 that are always connected to the inner rotating member 15 and the first clutch that is always connected to the outer rotating member 15 ′ when the hydraulic pressure is supplied to the hydraulic chamber P2. The third gear CL3 is connected to the sun gear S1, and the third clutch CL3 is always connected to the third ring gear R3 and the fourth sun gear S4 that are always connected to the inner rotating member 16 and the outer rotating member 16 ′ when the hydraulic pressure is supplied to the hydraulic chamber P3. The first sun gear S1 is connected.

  In that case, since the outer rotating members 14 ', 15', 16 'of the first to third clutches CL1 to CL3 are always connected to the first sun gear S1, these rotating members are coupled. The common rotating member 17 is shared by the clutches CL1 to CL3. Cylinders P2 'and P3' or hydraulic chambers P2 and P3 of the second and third clutches CL2 and CL3 are formed to overlap in the radial direction by the rear end portion 17a of the common rotating member 17.

  The first brake BR1 is disposed between the transmission case 11 and the second sun gear S2 and the third sun gear S3 so as to connect and disconnect them. The second brake BR2 These are arranged between the transmission case 11 and the first ring gear R1 so as to connect and disconnect them.

  Specifically, the first and second brakes BR1 and BR2 are also defined by cylinders P4 ′ and P5 ′ and pistons P4 ″ and P5 ″ respectively fitted to the cylinders P4 ′ and P5 ′. When the hydraulic pressure is supplied to the hydraulic chambers P4 and P5, the friction plate is fastened, and the first brake BR1 transmits the second sun gear S2 and the third sun gear S3 to the transmission. The second brake BR2 is coupled and fixed to the transmission case 11 by being coupled to the case 11 and fixed.

  On the other hand, the transmission case 11 is provided at the front end of the outer peripheral wall 11a, and the first vertical wall 11b constituting the cylinder P4 ′ of the first brake BR1 and the first on the drive source side of the outer peripheral wall 11a. A first intermediate wall 11c provided behind the brake BR1 to support the output gear 13 and constitute the cylinder P5 ′ of the second brake BR2 together with the outer peripheral wall 11a, and the axial center of the outer peripheral wall 11a. It has a second intermediate wall 11d provided behind the second brake BR2 and in front of the first clutch CL1, and a rear vertical wall 11e provided at the rear end of the outer peripheral wall 11a.

  The second intermediate wall 11d is provided with a boss-shaped cylindrical portion 11f extending rearward from the inner peripheral end corresponding to the first clutch CL1, and an outer peripheral surface of the cylindrical portion 11f is provided with the first clutch CL1. The inner peripheral surface of the portion constituting the cylinder P1 ′ in the common rotating member 17 is fitted.

  The hydraulic chamber P1 of the first clutch CL1 formed by the common rotating member 17 is formed between the fitting surfaces from the transmission case 11 side through the cylindrical portion 11f of the second intermediate wall 11d. A hydraulic supply oil passage a leading to is formed.

  Further, the rear vertical wall 11e is provided with a boss-shaped cylindrical portion 11g extending forward from the inner peripheral end, and a common rotating member for the second and third clutches CL2 and CL3 is provided on the outer peripheral surface of the cylindrical portion 11g. 17 is fitted to the inner peripheral surface of the rear end portion 17a.

  Then, between these fitting surfaces, the transmission case 11 is formed so as to be overlapped in the radial direction by the rear end portion 17a of the common rotation member 17 through the cylindrical portion 11g of the rear vertical wall 11e. In addition, hydraulic supply oil passages b and c are formed to communicate with the hydraulic chambers P2 and P3 of the second and third clutches CL2 and CL3, respectively.

  Also, the hydraulic supply oil passages d and e for supplying hydraulic pressure to the hydraulic chambers P4 and P5 of the first and second brakes BR1 and BR2 directly communicate with the hydraulic chambers P4 and P5 from the outer peripheral wall 11a of the transmission case 11, respectively. It is provided as follows.

  In the automatic transmission 10, the second and third clutches CL <b> 2 and CL <b> 3 are also arranged in the radial direction on the side opposite to the driving source of the third and fourth gear sets PG <b> 3 and PG <b> 4 arranged in the radial direction. Therefore, the portion 11a ′ corresponding to the second and third clutches CL2 and CL3 on the counter drive source side of the outer peripheral wall 11a of the transmission case 11 has a smaller diameter than the portions corresponding to the third and fourth gear sets PG3 and PG4. The outer peripheral surface of the portion 17 ′ corresponding to the second and third clutches CL2 and CL3 on the side opposite to the driving source of the common rotating member 17 has a smaller diameter than the portions corresponding to the third and fourth gear sets PG3 and PG4. Yes.

  In addition, although not shown in figure, the communicating part of the hydraulic-supply-oil path a in the fitting part of the outer peripheral surface of the said cylindrical part 11f and the internal peripheral surface of the part which comprises cylinder P1 'of the 1st clutch CL1 of the shared rotation member 17 The communicating portions of the hydraulic oil supply passages b and c in the fitting portion between the outer peripheral surface of the cylindrical portion 11g and the inner peripheral surface of the rear end portion 17a of the common rotating member 17 are sealed with seal rings, respectively. .

  With the above configuration, according to the automatic transmission 10, the three frictional engagement elements are changed from the five frictional engagement elements as shown in the engagement table of FIG. 2 by the hydraulic pressure supply / discharge control for the hydraulic chambers P1 to P5. By selectively fastening, forward 1st to 8th speed and reverse speed are formed. Next, the mechanism by which the reduction ratio is determined for each gear according to the combination of fastening of the frictional engagement elements shown in FIG. 2 will be described with reference to FIGS.

  3A to 11A are the same as FIGS. 1A and 1B except that the configuration related to the transmission case 11, the hydraulic chambers P1 to P5, and the like are omitted. The frictional engagement elements are indicated by shading.

  (B) The figure shows the reduction gear ratio of the gear stage in a diagram, and in this reduction ratio diagram, the horizontal intervals between the ring gear and the carrier on the horizontal axis and between the carrier and the sun gear are the respective gears. Set according to the ratio.

  The vertical axis represents the rotational speed. The input rotational speed, that is, the rotational speed of the input carrier 12 and the third carrier C3 always connected thereto is “1”, and the rotational speed of the rotating element fixed by the brake is “1”. 0 ”. Further, the rotational speeds of the rotational elements that are always connected and the rotational elements that are connected by the clutch are equal. N1 to N8 and Nr indicate the rotational speeds at the respective speeds of the rotation output from the second carrier C2 or the output gear 13, and the reciprocal of the output rotational speed is the reduction ratio at the corresponding speed stage.

  First, at the first speed, as shown in FIG. 3, since the second clutch CL2 and the first and second brakes BR1 and BR2 are engaged, the input shaft 12 is connected to the first sun gear S1 and rotated. Since the speed becomes “1” and the rotation speed of the first ring gear R1 becomes “0”, the rotation speed of the first carrier C1 and the rotation speed of the second ring gear R2 always connected thereto are determined. Then, when the rotational speed of the second sun gear S2 is “0”, the rotational speed of the second carrier C2 is determined, and this becomes the output rotational speed N1.

  Next, in the second speed, as shown in FIG. 4, the third clutch CL3 and the first and second brakes BR1 and BR2 are engaged, so first, the third carrier C3 always connected to the input shaft 12 is used. The rotation speed of the third sun gear S3 and the rotation speed of the third sun gear S3 are determined to determine the rotation speed of the third ring gear R3 and the first sun gear S1 connected thereto. Since the rotation speed of the first ring gear R1 is “0”, the rotation speed of the first carrier C1 and the rotation speed of the second ring gear R2 always connected to the first carrier C1 are determined, and the rotation of the second sun gear S2 is further determined. When the speed is “0”, the rotation speed of the second carrier C2 is determined, and this becomes the output rotation speed N2.

  Next, at the third speed, as shown in FIG. 5, since the second and third clutches CL2 and CL3 and the second brake BR2 are engaged, first, the third carrier C3 always connected to the input shaft 12 is used. And the third ring gear R3 connected to the input shaft 12 rotate in the same manner, so that the entire third gear set PG3 rotates integrally at the rotational speed “1” and is always connected to the third sun gear S3. The rotational speed of the sun gear S2 and the rotational speed of the first sun gear S1 connected to the third ring gear R3 are also “1”.

  Since the rotation speed of the first ring gear R1 is “0”, the rotation speed of the first carrier C1 and the second ring gear R2 always connected to the first carrier C1 is determined, and the rotation speed of the second sun gear S2 is By being “1”, the rotation speed of the second carrier C2 is determined, and this becomes the output rotation speed N3.

  Next, at the fourth speed, as shown in FIG. 6, the first and third clutches CL1 and CL3 and the second brake BR2 are engaged, so the first sun gear S4 and the fourth ring gear R4 are the same. As a result, the entire fourth gear set PG4 rotates integrally, the third ring gear R3 integrated with the fourth sun gear S4 and the second carrier C2 always connected to the fourth carrier C4 also rotate in the same direction. The first sun gear S1 connected to the ring gear R4 also rotates the same.

  Then, this condition, the rotational speed of the third carrier C3 is “1”, the rotational speed of the first ring gear R1 is “0”, and the second sun gear S2, the third sun gear S3, and the first carrier C1 Since the second ring gear R2 is always connected to each other, the rotational speed of each of the rotating elements rotating the same is determined, and this becomes the output rotational speed N4 output from the second carrier C2.

  Next, at the fifth speed, as shown in FIG. 7, since the first and second clutches CL1 and CL2 and the second brake BR2 are engaged, first, the third carrier C3 always connected to the input shaft 12 is used. And the fourth ring gear R4 and the first sun gear S1 are connected, and their rotational speed is "1". Further, since the rotation speed of the first ring gear R1 becomes “0”, the rotation speed of the first carrier C1 and the second ring gear R2 always connected thereto is determined.

  Since the second sun gear S2 and the third sun gear S3, the second carrier C2 and the fourth carrier C4 are always connected to each other, and the third ring gear R3 and the fourth sun gear S4 are integral, the second carrier The rotational speed of C2 is determined, and this rotational speed becomes the output rotational speed N5.

  Next, in the sixth speed, as shown in FIG. 8, the first, second, and third clutches CL1, CL2, and CL3 are fastened. First, the third ring gear R3 connected to the input shaft 12, The third carrier C3 always connected to the input shaft 12 rotates in the same direction, and the entire third gear set PG3 rotates integrally at the rotational speed “1”. Further, the third ring gear R3 and the fourth sun gear S4 are integrated, and the fourth sun gear S4 and the fourth ring gear R4 rotate in the same manner, so that the entire fourth gear set PG4 also has a rotational speed of “1”. Rotates together.

  This rotational speed is output from the fourth carrier C4 via the second carrier C2 as the output rotational speed N6. As a result, the sixth speed becomes a direct coupling stage with a reduction ratio of “1”.

  Next, at the seventh speed, as shown in FIG. 9, since the first and second clutches CL1, CL2 and the first brake BR1 are engaged, first, the rotational speed of the third sun gear S3 becomes “0”. Since the rotation speed of the third carrier C3 always connected to the input shaft 12 is “1”, the rotation speed of the third ring gear R3 and the fourth sun gear S4 integrated therewith is determined. Further, when the rotational speed of the fourth ring gear R4 connected to the third carrier C3 becomes “1”, the rotational speed of the fourth carrier C4 is determined, and this rotational speed is output via the second carrier C2. It is output as the rotational speed N7.

  Next, at the 8th speed, as shown in FIG. 10, since the first and third clutches CL1 and CL3 and the first brake BR1 are engaged, first, the rotational speed of the third sun gear S3 becomes “0”. When the rotation speed of the third carrier C3 always connected to the input shaft 12 is “1”, the rotation speed of the third ring gear R3 and the fourth sun gear S4 integrated therewith is determined.

  Further, since the fourth sun gear S4 and the fourth ring gear R4 are connected, the entire fourth gear set PG4 rotates integrally, and the rotation speed is output from the fourth carrier C4 via the second carrier C2. It is output as the rotational speed N8.

  Further, at the reverse speed, as shown in FIG. 11, the first clutch CL1 and the first and second brakes BR1 and BR2 are engaged, so first of all, the third carrier C3 always connected to the input shaft 12 When the rotational speed is “1” and the rotational speed of the third sun gear S3 is “0”, the rotational speed of the third ring gear R3 and the fourth sun gear S4 integrated therewith is determined.

  Then, this condition, the first sun gear S1 and the fourth ring gear R4 are connected to rotate the same, the rotation speeds of the first ring gear R1 and the second sun gear S2 are “0”, the first carrier C1 and Since the second ring gear R2 is always connected and the second carrier C2 and the fourth carrier C4 are always connected, the rotational speed of the second carrier C2 is determined, and this rotational speed advances. The output rotation speed Nr is in the opposite direction to the hour.

  As described above, the rotational speeds N1 to N8 and Nr are set to N1 <N2 <N3 <N4 <N5 <N6 <N7 <N8 and Nr <0 by the combination of the engagement of the frictional engagement elements shown in FIG. In addition, N6 = 1 is obtained by the above-described configuration, so that an automatic transmission in which the sixth speed is a direct connection stage with a reduction gear ratio “1” can be obtained with eight forward speeds and one reverse speed.

  Here, if the number of teeth of each gear of the first to fourth gear sets PG1 to PG4 is set as shown in FIG. 12, for example, the reduction ratio of each gear and the gear step between the adjacent adjacent gears (lower speed reduction) Ratio / upper speed reduction ratio) is as shown in FIG. 13, and gear steps with substantially uniform gear steps are obtained between the respective gears.

  On the other hand, in the automatic transmission 10, as described above with reference to FIG. 1, the first clutch CL1 is disposed outside the second gear set PG2 in the axial direction intermediate portion in the transmission case 11, The hydraulic pressure supply oil passage a for supplying hydraulic pressure to the hydraulic chamber P1 of the first clutch CL1 is supplied from the transmission case 11 via the second intermediate wall 11d and the cylindrical portion 11f of the transmission case 11 to the hydraulic chamber P1. It comes to lead to.

  The second and third clutches CL2 and CL3 are arranged at the rear end portion in the transmission case 11, and supply hydraulic pressure to supply hydraulic pressure to the hydraulic chambers P2 and P3 of the second and third clutches CL2 and CL3. The oil passages b and c are guided from the transmission case 11 to the hydraulic chambers P2 and P3 via the rear vertical wall 11e and the cylindrical portion 11g of the transmission case 11.

  That is, since any of the first to third clutches CL1 to CL3 can be disposed in a non-closed state without being surrounded by a gear set or other power transmission member, these clutches CL1 to CL3. The hydraulic pressure supply oil passages a, b, and c that supply the hydraulic pressure to the CL3 can be directly guided from the transmission case 11 to the hydraulic chambers P1 to P3 without passing through other power transmission members or the like.

  Accordingly, for example, as in the automatic transmission shown in FIGS. 17 and 18, since the clutch is disposed in the closed space, the shaft member that penetrates the inside of the gear set through the hydraulic oil supply passage to the hydraulic chamber, etc. There is no need to go through a power transmission member other than the clutch component. As a result, the hydraulic supply oil passage is short and simplified, and the enlargement of the transmission, the deterioration of the response of the shift control, and the like are suppressed.

  Further, in the automatic transmission 10, the third and fourth gear sets PG3 and PG4 are disposed so as to overlap the radially inner and outer peripheral sides at substantially the same position in the axial direction. The third clutches CL2 and CL3 are also arranged in the radial direction so as to overlap each other at substantially the same position in the axial direction. Therefore, when the third and fourth gear sets PG3 and PG4 are arranged side by side in the axial direction, Compared with the case where the clutches CL2 and CL3 are arranged side by side in the axial direction, the axial dimension of the transmission is shortened.

  As a result, it is mounted horizontally on the vehicle body, so in a horizontal automatic transmission with severe restrictions on the axial dimension (width dimension in the vehicle body), the axial dimension is effectively shortened. Will be improved.

  The first clutch CL1 is disposed on the outer peripheral side of the second gear sets PG2 and PG3, and the second and third clutches CL2 and CL3 are arranged radially on the counter-drive source side of the third and fourth gear sets PG3 and PG4. Since the first and second clutches CL1, CL2, and CL3 are disposed on the side opposite to the driving source of the third and fourth gear sets PG3 and PG4, the automatic transmission is performed. The diameter of the machine on the side opposite to the driving source can be suppressed. Thereby, in a horizontal installation type automatic transmission, interference with vehicle body structural members M, such as a side frame, can be avoided.

  In the automatic transmission 10, outer rotating members 14 ′, 15 ′, and 16 ′ of the first, second, and third clutches CL 1, CL 2, and CL 3 are coupled and connected to the first sun gear S 1 as a common rotating member 17. However, it is also possible to connect one of the inner and outer rotating members of the first, second, and third clutches CL1, CL2, and CL3 and connect it to the first sun gear S1 as a common rotating member. Good.

  As described above, by combining any one of the inner and outer rotating members of the first, second, and third clutches CL1, CL2, and CL3 to form a common rotating member, The configuration is simplified as compared with the case where each clutch is provided, and the configuration of the hydraulic oil supply passage to each clutch can be further simplified by using this common rotating member.

  Further, since the third gear set PG3 is radially overlapped with the fourth gear set PG4 being the outer peripheral side, the third ring gear R3 and the fourth sun gear S4 can be integrated and formed separately. Compared with the case of connecting, the number of parts is reduced, and the radial dimension at the arrangement positions of the third and fourth gear sets PG3 and PG4 can be reduced.

  Next, second to fourth automatic transmissions 20 to 40 according to second to fourth embodiments shown in FIGS. 14 to 16 will be described. In the following description, the same reference numerals as those used in the description of the first embodiment are used for basic configurations such as gear sets and frictional engagement elements.

  A second automatic transmission 20 shown in FIG. 14 is based on the automatic transmission (hereinafter referred to as “first automatic transmission”) 10 according to the first embodiment, and includes an input shaft 12, an output gear 13, The arrangement of the first to fourth gear sets PG1 to PG4, the first to third clutches CL1 to CL3, and the first and second brakes BR1 and BR2 is exactly the same as that of the first automatic transmission 10, and The rotating member to which the third clutches CL <b> 1 to CL <b> 3 are connected and disconnected, and the rotating member to which the first and second brakes BR <b> 1 and BR <b> 2 are connected to and disconnected from the transmission case 11 are also the same as the first automatic transmission 10.

  The difference between the first and second automatic transmissions 10 and 20 is that, in the configuration of the third clutch CL3, the first automatic transmission 10 is different from the third ring gear R3 and the fourth sun gear S4 in which the inner rotation member 16 is integrated. In the second automatic transmission 20, the inner rotating member 26 is connected via the shared rotating member 27, while the outer rotating member 16 ′ is always connected to the first sun gear S1 via the shared rotating member 17 at all times. This is only the point that is always connected to the first sun gear S1 and is always connected to the third ring gear R3 and the fourth sun gear S4 in which the outer rotating member 26 'is integrated.

  Also in the second automatic transmission 20, hydraulic supply oil passages a, b, and c for supplying hydraulic pressure to the first to third clutches CL1 to CL3 are directly guided from the transmission case 11 to the hydraulic chambers P1 to P3. Therefore, the hydraulic pressure supply oil passages to the respective clutches can be configured to be short and simple, and the overall size of the transmission and the deterioration of the response of the shift control due to the supply and discharge of hydraulic pressure are suppressed. Further, according to the second automatic transmission 20, the inner rotating member 26 of the third clutch CL3 is combined and integrated with the outer rotating member 25 ′ of the second clutch CL2 located on the inner peripheral side thereof. A reduction in the number of parts can be expected.

  A third automatic transmission 30 shown in FIG. 15 is based on the second automatic transmission 20, and includes an input shaft 12, an output gear 13, first to fourth gear sets PG1 to PG4, and first to third clutches. The arrangement of CL1 to CL3 and the first and second brakes BR1 and BR2 is exactly the same as that of the second automatic transmission 20, and the rotating members to which the first to third clutches CL1 to CL3 are connected are connected to the first and second clutches. The rotating member where the two brakes BR1 and BR2 are connected to and disconnected from the transmission case 11 is also the same as the second automatic transmission 20.

  The difference between the second and third automatic transmissions 20 and 30 is that, in the configuration of the first clutch CL1, in the second automatic transmission 20, the inner rotating member 24 is always connected to the fourth ring gear R4, and the outer rotating member 24 ′. Is always connected to the first sun gear S1 via the shared rotating member 27, whereas in the third automatic transmission 30, the inner rotating member 34 is always connected to the first sun gear S1 via the shared rotating member 37. The outer rotation member 34 'is only connected to the fourth ring gear R4 at all times.

  Also in the third automatic transmission 30, hydraulic supply oil passages a, b, and c that supply hydraulic pressure to the first to third clutches CL1 to CL3 are directly guided from the transmission case 11 to the hydraulic chambers P1 to P3. Therefore, the hydraulic pressure supply oil passages to the respective clutches can be configured to be short and simple, and the overall size of the transmission and the deterioration of the response of the shift control due to the supply and discharge of hydraulic pressure are suppressed. Also in the third automatic transmission 30, the inner rotating member 36 of the third clutch CL3 is combined and integrated with the outer rotating member 35 'of the second clutch CL2 located on the inner peripheral side thereof. Reduction of points can be expected.

  A fourth automatic transmission 40 shown in FIG. 16 is based on the second automatic transmission 20, and includes an input shaft 12, an output gear 13, first to fourth gear sets PG1 to PG4, first to first gears. The arrangement of the three clutches CL1 to CL3 and the first and second brakes BR1 and BR2 is exactly the same as that of the second automatic transmission 20, and the rotating member to which the first to third clutches CL1 to CL3 are connected is connected to the first clutch. The rotating member with which the second brakes BR1 and BR2 are connected to and disconnected from the transmission case 11 is also the same as the second automatic transmission 20.

  The difference between the second and fourth automatic transmissions 20 and 40 is that, in the configuration of the second clutch CL2, in the second automatic transmission 20, the inner rotary member 25 is always connected to the input shaft 12 and the third carrier C3, and the outer side The rotating member 25 ′ is always connected to the first sun gear S1 via the shared rotating member 27, whereas in the fourth automatic transmission 40, the inner rotating member 45 is connected to the first sun gear S1 via the shared rotating member 47. The outer rotation member 45 ′ is always connected to the input shaft 12 and the third carrier 3.

  Also in the fourth automatic transmission 40, hydraulic supply oil passages a, b, and c that supply hydraulic pressure to the first to third clutches CL1 to CL3 are directly guided from the transmission case 11 to the hydraulic chambers P1 to P3. Therefore, the hydraulic pressure supply oil passages to the respective clutches can be configured to be short and simple, and the overall size of the transmission and the deterioration of the response of the shift control due to the supply and discharge of hydraulic pressure are suppressed.

  As described above, the second to fourth automatic transmissions 20 to 40 are partially different in configuration from the first automatic transmission 10, but the first to fourth gear sets PG1 to PG4 and the first to third gear sets are different. Since the relationship between the clutches CL1 to CL3 and the first and second brakes BR1 and BR2 is common, the clutch and brake engagement control is performed according to the engagement table of FIG. An automatic transmission in which the sixth speed is a direct-coupled stage with eight forward speeds and one reverse speed is obtained.

  In any of the first to fourth automatic transmissions 10 to 40, the first to third clutches CL1 to CL3 are disposed in a non-closed state that is not covered with a gear set or other power transmission member. The hydraulic pressure supply oil passages a, b, and c that supply hydraulic pressure to the clutches CL1 to CL3 can be configured to be short and simple, and an increase in the size of the transmission and a deterioration in the response of the shift control are suppressed. The

  Further, the third and fourth gear sets PG3 and PG4 are arranged so as to overlap the radially inner and outer peripheral sides at substantially the same position in the axial direction, and the second and third clutches CL2 and CL3 are also connected to the shaft. Since they are arranged in the radial direction at substantially the same position in the direction, the axial dimension of the transmission can be shortened.

  As described above, according to the present invention, for example, as a multi-stage automatic transmission with multiple stages such as eight forward stages, an increase in size and a deterioration in responsiveness of shift control are suppressed, and excellent in-vehicle performance is achieved. Since the automatic transmission is realized, there is a possibility that the automatic transmission for this kind of vehicle or the vehicle manufacturing technology field is suitably used.

10 to 40 Automatic transmission 11 Transmission case 12 Input member (input shaft)
13 Output member (output gear)
A Drive source PG1 to PG4 First to fourth planetary gear sets CL1 to CL3 First to third clutches BR1, BR2 First, second brakes a, b, c Hydraulic supply oil passages

Claims (6)

In the transmission case, on the axis extending in the vehicle body width direction,
An input member coupled to the drive source;
An output member disposed on the drive source side in the transmission case and connected to a differential mechanism;
A first sun gear, a first ring gear, a first planetary gear set having a first carrier, a second sun gear, a second ring gear, a second planetary gear set having a second carrier, a third sun gear, a third ring gear, and a third carrier having a third carrier. A third planetary gear set, and a fourth planetary gear set having a fourth sun gear, a fourth ring gear, and a fourth carrier;
A first clutch, a second clutch, and a third clutch that have an inner rotating member and an outer rotating member and connect and disconnect them according to the supply and discharge of hydraulic pressure;
A horizontal automatic transmission provided with first and second brakes for connecting and disconnecting a transmission case and a predetermined rotating member according to supply and discharge of hydraulic pressure,
The third and fourth planetary gear sets are arranged so as to overlap in the radial direction on the most anti-drive source side among the first, second, third, and fourth planetary gear sets,
The second planetary gear set is disposed adjacent to the drive source side of the third and fourth planetary gear sets,
The first clutch is disposed on an outer peripheral side of the second planetary gear set,
2. The automatic transmission according to claim 1, wherein the second and third clutches are arranged to overlap in a radial direction on a counter drive source side of the third and fourth planetary gear sets. One of the inner and outer rotating members of the first clutch, one of the inner and outer rotating members of the second clutch, and one of the inner and outer rotating members of the third clutch are coupled, and these A common rotating member shared by the clutch is always connected to the first sun gear,
The other rotating member of the first clutch is always connected to the fourth ring gear,
The other rotating member of the second clutch is always connected to the input member and the third carrier,
2. The automatic transmission according to claim 1, wherein the other rotating member of the third clutch is always connected to the third ring gear and the fourth sun gear.   The third planetary gear set and the fourth planetary gear set are overlapped in a radial direction with the former as an inner peripheral side and the latter as an outer peripheral side, and the third ring gear and the fourth sun gear are integrated. The automatic transmission according to claim 1 or claim 2.   The second and third clutches are arranged in the radial direction so as to overlap with each other at the end on the counter drive source side in the transmission case, and the hydraulic pressure supply oil path to these clutches is the counter drive of the transmission case. The automatic transmission according to any one of claims 1 to 3, wherein the automatic transmission is configured to communicate with a hydraulic chamber of each clutch from an end portion on a source side. The first, second, third and fourth planetary gear sets are all single-pinion type planetary gear sets,
The first carrier and the second ring gear are always connected,
The second sun gear and the third sun gear are always connected,
The second carrier and the fourth carrier are always connected,
The third ring gear and the fourth sun gear are always connected,
The input member is always connected to the third carrier,
The output member is always connected to the second carrier and the fourth carrier,
The first clutch connects and disconnects the fourth ring gear and the first sun gear;
The second clutch connects and disconnects the input member, the third carrier, and the first sun gear,
The third clutch connects and disconnects the third ring gear, the fourth sun gear, and the first sun gear;
The first brake connects and disconnects the second sun gear and the third sun gear to the transmission case,
The automatic transmission according to any one of claims 1 to 4, wherein the second brake connects and disconnects the first ring gear and a transmission case. Of the first, second and third clutches and the first and second brakes,
First speed is formed when the second clutch, the first brake and the second brake are engaged,
Second speed is formed when the third clutch, the first brake and the second brake are engaged,
Third speed is formed when the second clutch, the third clutch and the second brake are engaged,
When the first clutch, the third clutch and the second brake are engaged, the fourth speed is formed,
When the first clutch, the second clutch and the second brake are engaged, the fifth speed is formed,
When the first clutch, the second clutch, and the third clutch are engaged, a sixth speed with a reduction ratio of 1 is formed,
Seventh speed is formed when the first clutch, the second clutch and the first brake are engaged,
8-speed is formed when the first clutch, the third clutch and the first brake are engaged,
6. The automatic transmission according to claim 5, wherein a reverse speed is formed when the first clutch, the first brake, and the second brake are engaged.

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