JP4802042B2 - One-way clutch support structure - Google Patents

Description

  The present application includes a one-way clutch concentric with a transmission shaft, and a hydraulic servo mechanism of a friction engagement element with respect to the one-way clutch, and the hydraulic servo mechanism stores a piston in an axially movable manner in a cylinder member. For example, the present invention relates to a structure in which a brake hydraulic servo mechanism is provided on the outer diameter side of the one-way clutch and an outer race of the one-way clutch as a fixed element is supported from the cylinder member.

An example of an automatic transmission that employs this type of support structure will be described with reference to the techniques disclosed in Patent Document 1 and Patent Document 2 according to the present applicant.
Patent Document 1
The technique disclosed in this document proposes an automatic transmission with a short shaft length and easy shift control. As shown in the drawings of the disclosure, as one embodiment, three planetary gear mechanisms 5, 6 are proposed. , 16 (equivalent to PG1, PG2, PG3 in the embodiment of the present application), adopting four clutches C0, C1, C2, C3, three brakes B0, B1, B2 and two one-way clutches F0, F1, Realizes 5-speed automatic shifting.
FIG. 6 of the present specification is a transcription of the structure of the pre-shift portion shown in FIG.

  Hereinafter, in the conventional automatic transmission shown in FIG. 6, the problem of the present application will be described by taking the connection relationship between the first one-way clutch F1 and the first brake B1 as an example. In order to facilitate understanding, the part numbers of the main parts used in Patent Document 1 are attached to FIG. Furthermore, in order to explain a detailed site | part, the part number was attached | subjected to the required location. The same applies to FIG. 5 described below.

An operation table of the automatic transmission shown in this figure is shown in FIG.
In this automatic transmission, the first one-way clutch F1 is kept engaged to form the first speed, and the shift from the first speed to the second speed releases the engagement of the first one-way clutch F1. It is formed by putting the first brake B1 into the engaged state.

  On the other hand, as can be seen from the skeleton shown in FIG. 5 of Patent Document 1, the outer race Or of the first one-way clutch F1 basically only needs to be prevented from rotating by, for example, the transmission case MC. However, as shown in FIG. 6 of the present specification, when the first one-way clutch F1 is positioned radially inward with respect to the brake B1 and a more compact automatic transmission is to be obtained, the first one-way clutch F1 The outer race Or can be fixed using the cylinder member cy of the brake B1.

  In the structure shown in FIG. 6, the connecting member X is disposed between the outer race Or of the first one-way clutch F1 and the inner diameter surface of the cylinder member cy of the brake B1, and the outer race Or is prevented from rotating. Yes. The connecting member X is a relatively complicated structural member having a brake side engaging portion Xb on the cylinder member side of the cylindrical body portion Xa and a clutch side engaging portion Xc on the outer race side. These engaging portions Xb and Xc are configured by alternately including extending portions Xe (shown in the lower cross section of FIG. 6) extending in the axial direction and notches Xd (shown in the upper cross section of FIG. 6). The

  However, when adopting the configuration as described above, it is necessary to dispose a connecting member, which is a separate member, between the one-way clutch and the cylinder member, which leads to an increase in the number of parts and a complicated assembling process. It leads to up.

  In addition, this type of connecting member has to be a relatively thin cylindrical member due to the nature of its storage space, and there is a limit to the load that can be allowed for this member. In this regard, for example, when considering the case where an automatic transmission is employed in a hybrid drive device, the hybrid device may be in an operating state in which the part rotates at a significantly higher rotational speed than an engine single drive device. There is room for improvement, and the structure of the automatic transmission disclosed in Patent Document 2 was also employed.

Patent Document 2
The structure disclosed in this document is shown in FIG. In this technique, as a support structure of the one-way clutch F1 in the case where a brake hydraulic servo mechanism is provided on the outer diameter side of the one-way clutch F1, the outer periphery of the outer race Or of the one-way clutch F1 and the inner race side of the cylinder member cy of the hydraulic servo mechanism. Splines sp (spm, spf) are formed on the side, the rotation direction of the one-way clutch F1 is prevented from rotating, the axial direction abuts on adjacent members via the washer member W, and the movement in the axial direction is restricted. Further, in this technique, in order to effectively use the empty space in the mission case MC, the axial direction is regulated using the washer member W, and the spline width of the one-way clutch F1 and the cylinder member cy is secured.
Further, the cylinder member cy receives a load from the one-way clutch F1 when the one-way clutch F1 is engaged. Therefore, the thinned portion that forms the spline sp is easily deformed. There may be a problem that the movement of the piston p in the cylinder member cy performing the coupling is affected. Therefore, in the technique disclosed in the above document, this influence is suppressed by projecting the moving part of the piston p in the cylinder member cy to the cylinder inner space side to make it thick.

JP-A-9-79328 JP 2003-184964 A

  As shown in Patent Document 2, if a washer member is used to restrict axial movement from both ends of the one-way clutch, a space for arranging the washer member is required. However, in order to improve the vehicle mountability, it is conceivable that there is not enough free space in the mission case when it is desired to pack and arrange the parts and reduce the total length of the case as much as possible.

  Therefore, it is conceivable to eliminate the washer member and shorten the axial length of the washer member by restricting the axial movement of both ends of the spline engaging portion of the outer race and the cylinder member with the snap ring. There is room for improvement, for example, the spline width may be shortened and a sufficient spline width may not be secured.

  The present invention has been made in view of the above problems, and an object of the present invention is to reduce the number of parts as much as possible in an automatic transmission including a one-way clutch and a friction engagement element for shifting. , To obtain a technology capable of engaging a friction engagement element as smoothly and as reliably as possible in an automatic transmission that engages a friction engagement element from a state in which a one-way clutch is engaged by changing successive gears There is.

In order to achieve the above object, a one-way clutch is provided concentrically with the transmission shaft, and a hydraulic servo mechanism of a friction engagement element is provided for the one-way clutch, and the hydraulic servo mechanism is capable of moving the piston in the axial direction. A cylinder member to be housed on the outer diameter side of the one-way clutch,
The one-way clutch support structure in which the outer race of the one-way clutch is prevented from rotating around the case via the cylinder member,
The outer race is prevented from rotating by a spline provided between the outer diameter surface of the outer race and the inner diameter surface of the cylinder member,
One axial end of the outer race is positioned by an axially extending step provided on the inner diameter surface of the cylinder member, and the other axial end is positioned by a support member provided on the inner diameter surface of the cylinder member. With
By the stepped portion, a thin portion located on the outer diameter side of the spline and a thick portion located on one side in the axial direction with respect to the spline are formed in the cylindrical portion of the cylinder member, and the moving stroke of the piston is The thickness is set in a range overlapping with the thick portion in the axial direction.

In the support structure having this configuration, the outer race of the one-way clutch is prevented from rotating using the cylinder member of the servo mechanism that is fixed to the case. That is, the outer race is prevented from rotating by a spline provided between the outer diameter surface of the outer race and the inner diameter surface of the cylinder member.

Further, regarding the positioning in the axial direction, the positioning is realized by the stepped portion provided on the outer surface of the cylinder member and the supporting member, so that the positioning can be reliably performed with a small number of parts while ensuring the spline width.
Compared with the prior art described in Patent Document 1, a connecting member is not required, and the fixing element of the one-way clutch is securely fixed from the cylinder member, resulting in a stable structure even in a use state where a high load is applied. It becomes. Moreover, a washer member is not required for Patent Document 2.
As a result, while effectively utilizing the space in the case, the outer race of the one-way clutch is prevented from rotating, and the function of the one-way clutch can be secured satisfactorily.

  Here, in the present application, a step portion extending in the radial direction is provided on the inner diameter surface of the cylinder member to form a thick portion and a thin portion of the cylinder member, so that the cylinder member inner space in which the piston moves may be increased. It is possible to form a uniform pressing force by the piston.

  In addition, when adopting a configuration in which the outer race of the one-way clutch is fixed by the cylinder member of the servo mechanism, a reaction force for operating the one-way clutch is generated in the cylinder member in the operation state in which the one-way clutch is engaged. With deformation. In the speed change structure that engages the friction engagement elements in a situation where this type of deformation occurs, the movement of the piston that moves in the cylinder member during the speed change may be affected. In this respect, it is preferable that this kind of influence is suppressed as much as possible.

Therefore, in the above structure, the step portion forms a thin portion positioned on the outer diameter side of the spline and a thick portion positioned on one side in the axial direction with respect to the spline. In the situation, the moving stroke of the piston is set in a range that overlaps the thick portion in the axial direction.

  When such a structure is employed, the piston moves within a range overlapping with a thick portion where deformation can be suppressed to be relatively small during the operation of the servo mechanism, and a smooth movement of the piston can be ensured.

The said structure WHEREIN: It is preferable that the press part in which the said piston member presses the friction plate of the said friction engagement element, and the return spring which returns the said piston member are provided in the position which differs in the axial diameter direction.
In this way, the position of the pressing portion is different from that of the return spring in the axial radial direction, so that the pressing portion can extend over the entire circumference in the axial circumferential direction, and the friction provided to face the pressing portion. The plate can be pushed evenly in the circumferential direction, and a good operating state of the frictional engagement element can be ensured.
In this regard, when FIG. 2 according to the present application is compared with FIG. 5 according to Patent Document 2, when the radial position is overlapped, as shown in the cross section showing the return spring shown below both, the pressing portion Is not preferable because it needs to be cut out at the place where the return spring is arranged.
Furthermore, in the present application, as described above, the cylinder in which the piston moves is provided in order to provide the stepped portion extending in the radial direction on the inner diameter surface of the cylinder member to form the thick portion and the thin portion of the cylinder member. The member internal space can be made large. As a result, as described above, this structure can be easily realized even when the radial positional relationship between the pressing portion and the return spring is different.

Now, in the above structure, the return spring is positioned on the outer diameter side of the pressing portion in the axial radial direction,
A restricting member for positioning and restricting a friction plate located at an axial end separated from the cylinder member is provided in the case, and axial movement is restricted at an outer diameter side portion of the friction plate in an axial diameter direction,
It is preferable that the axially inner diameter side portion of the friction plate located at the axial end close to the cylinder member is configured to be pressed by the pressing portion.

In this structure, the return spring is disposed on the radially outer diameter side, that is, the case side, and the pressing portion of the piston is disposed on the inner diameter side of the return spring.
On the other hand, when the friction engagement element is pressed by the pressing portion of the friction plate, the friction plate positioned at the axial end separated from the cylinder member is moved in the direction away from the cylinder member by the restriction member from the case side. Is regulated. This restricting position is an outer diameter side portion in the axial direction of the friction plate (a portion located on the case side when viewed from the center of the friction plate in the axial diameter direction).
In contrast, the axially inner diameter side portion of the friction plate located at the axial end close to the cylinder member (the portion located on the axial side when viewed from the center of the friction plate in the axial radial direction) is pressed by the pressing portion. .

  In this pressed state, when the friction plate located at the axial end separated from the cylinder member, the friction plate located at the axial end adjacent to the cylinder member, and the friction plate located between the friction plates are viewed together, they are separated. The side end is clamped and pressed from the end position on the diagonal line on the case side (outer diameter side) and the side closer to the case side (inner diameter side) at the near side end. It is possible to make the surface pressure applied to the friction plate more uniform than in the state of being clamped and pressed from both ends in the axial direction only on the side). As a result, a good operating state of the friction engagement element can be ensured.

Now, as an automatic transmission that continuously switches at least the first gear and the second gear, a one-way clutch is used to form the first gear, and the second gear is formed. In configurations where frictional engagement elements are used for
By adopting the one-way clutch support structure according to the present application between the one-way clutch and the friction engagement element, the speed change operation between the first gear stage and the second gear stage is highly reliable. Can be stable.

In this configuration, in particular, the first gear stage is the first stage of the drive range that realizes the first speed, and the second gear stage is continuously switched from the first speed on the higher speed side than the first speed. It is preferable that the gear stage be realized.
The load applied to the automatic transmission is relatively large at the first speed on the low speed side. Therefore, if the engagement change is made in the one-way clutch and the friction engagement element between the first speed and the second speed continuously switched to the first speed, the problem of the present application is likely to occur. By adopting this support structure, the operation of the piston can be made smooth, and a highly reliable speed change can be performed.

  Furthermore, by adopting the automatic transmission according to the present application in the hybrid drive device as a transmission unit, it was possible to cope with high-speed rotation and obtain a highly reliable hybrid drive device.

Hereinafter, a support structure for a one-way clutch according to the present application will be described with reference to the drawings with respect to an example applied to the hybrid drive device 100.
FIG. 1 is a skeleton diagram showing the drive structure of the hybrid drive apparatus 100, and FIG. 2 shows details of the vicinity of the first one-way clutch F1 that employs the one-way clutch support structure according to the present application in the transmission unit 101. FIG. 3 is a diagram illustrating an engagement state in the circumferential direction between the outer race Or of the one-way clutch F1 and the thin portion Tn of the cylinder member cy of the first brake B1 positioned on the outer diameter side thereof. FIG.

1 Overall Structure of Hybrid Drive Device 100 In this example, the hybrid drive device 100 includes an engine E, a pair of motor generators (this motor generator serves as a motor that generates a driving force upon receiving electric power, MG1 and MG2 and the transmission 101 on the downstream side of the transmission are provided with an automatic transmission 102 capable of shifting in five steps.

  Hybrid drive apparatus 100 obtains driving force from engine E or motors MG1 and MG2 that act as motors, or both, and outputs the output after shifting, and also obtains driving force from engine E and causes motor MG1 to act as a generator. Thus, the battery BA can be regenerated, or the engine E can be started by using the electric motor MG1 as a motor.

As shown in FIG. 1, the hybrid drive device 100 includes a pair of electric motors MG1 and MG2 on the output downstream side of the engine E. These electric motors MG1 and MG2 are each connected to a battery BA via an inverter In. In FIG. 1, the rotor ro of an electric motor (hereinafter referred to as a first electric motor) MG1 provided on the right side (side closer to the engine E) is an engine output shaft 1 to which the output of a crankshaft (not shown) of the engine E is directly transmitted. The structure connected to is adopted. In the drawing, a rotor ro of an electric motor (hereinafter referred to as a second electric motor) MG2 provided on the left side (a side away from the engine E from the first electric motor) is a first input shaft 2 that is an input shaft of the automatic transmission 102. It is connected to.
A fourth clutch C4 is disposed between the engine output shaft 1 and the first input shaft 2.

  By adopting this structure, in the state where the fourth clutch C4 is maintained in the engaged state, the first and second electric motors MG1 and MG2 are operated as motors to be transmitted to the automatic transmission 102 to run the motor. The engine can be driven by transmitting the drive from the engine E to the automatic transmission 102. Naturally, the drive from the electric motors MG1, MG2 can also be used for assisting the engine drive.

  When the fourth clutch C4 is in the disengaged state, the engine E can be started in a state where the drive is transmitted from the first electric motor MG1 to the engine E, and the drive of the engine E is transmitted to the first electric motor MG1. In this state, the battery BA can be regenerated by using the electric motor MG1 as a generator.

  With the configuration described above, the driving force is transmitted from the engine E and / or the electric motors MG1, MG2 or both to the first input shaft 2 of the automatic transmission 102, and after performing a predetermined shift, the automatic transmission 102 The output drive 30 can output the traveling drive.

2 Transmission Unit Provided in Hybrid Drive Device In this example, the automatic transmission 102 has a structure capable of 5-speed automatic transmission.
The five-speed automatic transmission 102 is concentric with the engine output shaft 1 as shown in the figure, with respect to the second input shaft 3, and a pre-shift portion 50 having a first input shaft 2 and a second input shaft 3. And a post-shift stage 51 having counter shafts 4 arranged in parallel. The output from the automatic transmission 102 can be obtained as the rotation of the carrier c3 of the third planetary gear mechanism PG3 provided in the post-shift stage 51. The first input shaft 2 and the second input shaft 3 are connected by a spline so as to rotate integrally. These two input shafts 2 and 3 correspond to the transmission shaft referred to in the present application.

Further details will be described with reference to FIG.
As shown in the figure, a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2 are arranged on the same axis as the first input shaft 2. These planetary gear mechanisms PG1, PG2 are sun gears s1, s2, ring gears r1, r2, which are internal gears arranged concentrically with the sun gears s1, s2, respectively, their sun gears s1, s2 and ring gear r1, This is a single pinion type planetary gear mechanism having three elements of carriers c1 and c2 holding pinions p1 and p2 meshed with r2.

  Of these planetary gear mechanisms PG1 and PG2, the carrier c1 of the first planetary gear mechanism PG1 on the right side (transmission upstream side) and the ring gear r2 of the second planetary gear mechanism PG2 on the left side (transmission downstream side) of FIG. In addition, the ring gear r1 of the first planetary gear mechanism PG1 and the carrier c2 of the second planetary gear mechanism PG2 are connected so as to rotate together. Therefore, since the carriers c1 and c2 of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 and the ring gears r1 and r2 are connected as described above, the integrated carrier c1 and ring gear r2 are combined. The carrier c2, the ring gear r1, and the two sun gears s1 and s2 have a total of four rotating elements.

Among these rotating elements, a multi-plate clutch (hereinafter referred to as a first clutch) C1 for selectively connecting the first input shaft 2 to the sun gear s1 of the first planetary gear mechanism PG1 is provided.
Further, a multi-plate clutch (hereinafter referred to as a third clutch) C3 for selectively connecting the sun gear s2 of the second planetary gear mechanism PG2 to the first input shaft 2 (specifically, the second input shaft 3) is provided. ing.
A multi-plate clutch (hereinafter referred to as a second clutch) C2 is disposed adjacent to the third clutch C3 on the opposite side of the third clutch C3 from the second planetary gear mechanism PG2. The second clutch C2 is configured to selectively connect the carrier c2 of the second planetary gear mechanism PG2 and the first input shaft 2 (specifically, the second input shaft 3).

  As a brake means, a multi-plate brake (hereinafter referred to as a first brake) B1 that selectively stops the rotation of the sun gear s2 of the second planetary gear mechanism PG2 is provided between the sun gear s2 and the casing MC. Also, a multi-plate brake (hereinafter referred to as a second brake) B2 that selectively stops the rotation of the ring gear r1 of the first planetary gear mechanism PG1 and the carrier c2 of the second planetary gear mechanism PG2 integrated with each other is provided with these ring gears. r1 and the carrier c2 are provided between the casing MC. A one-way clutch (hereinafter referred to as a first one-way clutch) F1 is provided in parallel with the second brake B2.

  A counter drive gear CDG is attached to the carrier c1 of the first planetary gear mechanism PG1 and the ring gear r2 of the second planetary gear mechanism PG2 that are integrated with each other as the other rotating elements.

  Explaining the arrangement of the constituent members described above, the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 are disposed adjacent to each other, and between the first planetary gear mechanism PG1 and the second electric motor MG2. A first clutch C1 is disposed, and a counter drive gear CDG is disposed between the first clutch C1 and the first planetary gear mechanism PG1. In contrast, the third clutch C3 is disposed on the opposite side of the first clutch C1 with the planetary gear mechanisms PG1 and PG2 interposed therebetween. Further, the second clutch C2 is disposed on the side away from the first clutch C1 from the third clutch C3. A first one-way clutch F1 is disposed between the third clutch C3 and the second planetary gear mechanism PG2.

  The counter shaft 4 is disposed in parallel with the first input shaft 2 and the second input shaft 3 described above, that is, in parallel with the central axis of each planetary gear mechanism PG1, PG2. A third planetary gear mechanism PG3 is arranged on the same axis as the counter shaft 4. The third planetary gear mechanism PG3 holds a sun gear s3, a ring gear r3 that is an internal gear arranged concentrically with the sun gear s3, and a pinion p3 that meshes with the sun gear s3 and the ring gear r3. This is a single pinion type planetary gear mechanism having the carrier c3 as three elements.

  A counter driven gear CDRG is disposed adjacent to the third planetary gear mechanism PG3 so as to be rotatable with respect to the counter shaft 4 and on the same axis, and the counter driven gear CDRG meshes with the counter drive gear CDG. Yes. The counter driven gear CGRG is connected to the ring gear r3 of the third planetary gear mechanism PG3 so as to rotate integrally, and the carrier c3 is connected to the counter shaft 4 so as to rotate integrally.

  Among the three elements of the third planetary gear mechanism PG3, a multi-plate clutch (hereinafter referred to as a zeroth clutch) C0 that selectively connects the sun gear s3 and the carrier c3 is provided between them. A multi-plate brake (hereinafter referred to as the 0th brake) B0 that selectively stops the rotation of the sun gear s3 is disposed between the sun gear s3 and the casing MC. Further, a one-way clutch F0 is disposed between the sun gear s3 and the casing MC in parallel with the zeroth brake B0.

  An output gear 30 is attached to the right end of the counter shaft 4 in FIG. 1, that is, the end on the side of the electric motor MG (engine E side). The output gear 30 meshes with the ring gear Dr in the differential D. Yes.

A specific structure around the first input shaft 2 and the second input shaft 3 regarding the automatic transmission 102 will be briefly described.
The first input shaft 2 is rotatably supported by the casing MC, and the second input shaft 3 that rotates integrally with the first input shaft 2 is the same as the tip end portion (left end portion in FIG. 1) of the first input shaft 2. It is connected on the axis. One end of the second input shaft 3 is spline-fitted to the tip of the first input shaft 2, and the other end of the second input shaft 3 is opposite to the engine E of the casing MC. It is pivotally supported by an end cover (not shown) attached to the side end.
The first input shaft 2 is provided with a hydraulic pump (not shown) that can generate hydraulic pressure by its rotation, and the hydraulic pressure from the hydraulic pump is used for the 0th to 3rd clutches as friction engagement elements. The C0, C1, C2, C3 and the 0th to second brakes B0, B1, B2 can be controlled and supplied via a hydraulic control mechanism (not shown) according to the engagement / disengagement control state of these elements. Has been. As shown in FIG. 2, with respect to the first brake B1, which is a problem in the present application, hydraulic pressure for engaging the first brake B1 is applied from a brake control oil passage O1 provided in the casing MC. The release of the first brake B1 is performed by the action of the return spring RS provided in the servo mechanism by releasing the hydraulic pressure.

3 Structure in the vicinity of the first one-way clutch FIG. 2 is a diagram showing details in the vicinity of the first one-way clutch F1, and FIG. 3 shows the first one-way clutch F1 and the first brake B1 positioned on the outer diameter side thereof. It is the axial direction view which showed the engagement state in the circumferential direction.

The second input shaft 3 is shown at the center in the vertical direction of FIG. 2, and the inner diameter side cylindrical member S1 and the first brake B1 are connected to the periphery of the second input shaft 3 from the inner diameter side to the clutch hub ch of the second clutch C2. An outer diameter side cylindrical member S2 to which the brake hub bh is connected is disposed.
As shown in FIG. 1, the inner diameter side cylindrical member S1 is connected to the carrier c2 of the second planetary gear mechanism PG2 by a spline sp at the right end in FIG. On the other hand, a sun gear s2 of the second planetary gear mechanism PG2 is provided at the right end (the engine E side in FIG. 1) of the outer diameter side cylindrical member S2.

A carrier shaft ca and a ring gear r2 of the second planetary gear mechanism PG2 are disposed from the right side in the drawing at a further outer diameter side position of the outer diameter side cylindrical member S2, and the first one-way clutch F1 is further disposed on the left side. A brake hub bh and a clutch hub ch are disposed on the left side.
As shown in the drawing, the carrier shaft ca of the second planetary gear mechanism PG2 extends to the first one-way clutch F1 side. The outer diameter side is integrated with the brake hub bh of the second brake B2, and the inner diameter side is configured to rotate integrally with the inner race Ir of the first one-way clutch F1 by spline fitting.

  As can be seen from FIG. 2, a servo mechanism for controlling the engagement / disengagement of the first brake B1 described above is provided on the outer diameter side of the first one-way clutch F1 and the second planetary gear mechanism PG2. Sb is disposed.

  The servo mechanism Sb includes a cylinder member cy fixed to the casing MC and a piston p housed therein, and the piston p is supplied with the hydraulic pressure described above, The first brake B1 is engaged when the hydraulic pressure is supplied. On the other hand, the disengaged state is realized in a state in which the hydraulic pressure is released by the return spring RS provided on the left side of the piston p. The positional relationship in the axial direction between the pressing portion pp of the piston p for pressing the brake plate bp of the first brake B1 and the return spring RS is set to a different position in the axial direction so as not to overlap. ing. Specifically, the pressing part pp is provided on the inner diameter side, and the return spring RS is provided on the outer diameter side. And the press part pp of piston p is made into the cyclic | annular thing covering the perimeter in the axial direction. With this configuration, the brake plate bp can be pressed evenly, and a good operating state of the friction engagement element can be secured.

  The cylinder member cy is positioned in the axial direction by a stepped portion St (right end) and a positioning ring R (left end) provided in the casing MC, and in the circumferential direction, the outer diameter portion of the casing MC and the cylinder member cy. And are splined to prevent rotation.

  The first one-way clutch F1 includes a large number of sprags Sp interposed between an inner race Ir and an outer race Or, and the inner race Ir is spline-fitted to cause the carrier c2 of the second planetary gear mechanism PG2. And are configured to rotate together. The outer race Or and the sprag Sp are fastened by an elastic retaining ring rs. The outer race Or is positioned by a cylinder member cy that forms the servo mechanism Sb of the first brake B1, and is prevented from rotating. That is, as shown in FIG. 3, the spline sp that is an engaging means for stopping the rotation of the outer race Or with respect to the cylinder member cy in the axial direction is provided between the inner diameter surface of the cylinder member cy and the outer diameter surface of the outer race Or. It has been installed to prevent rotation. The one-way clutch F1 is engaged when the carrier c2 rotates in the reverse direction (rotation in the direction opposite to the second input shaft 3).

A step portion st extending in the axial radial direction is provided on the inner diameter surface of the cylinder member cy constituting the servo mechanism Sb of the first brake B1, and this step portion st allows the cylinder cylinder of the cylinder member cy to be It is divided into a thick part Tc located on the right side and a thin part Tn located on the left side in the figure.
Then, one axial end (right end) of the outer race Or is positioned by this stepped portion st, and the other axial end (left end) is a ring rr provided on the inner diameter surface of the cylinder member cy (this application). It is comprised so that it may position by 1 type of a supporting member.

  In the present application, such a unique configuration is adopted, and a device is devised for the relationship between the moving stroke MS of the piston p and the thick portion Tc of the cylinder member cy. In FIG. 2, the symbol MS indicates the movement stroke of the piston p until the first brake B1 is changed from the disengaged state to the engaged state. As can be seen from this figure, the moving stroke MS of the piston p is set to be within a range corresponding to the thick portion Tc of the cylinder cylinder. With this setting, the piston p moves even when the engagement of the first brake B1 is started in the shift from the first speed to the second speed in which the first one-way clutch F1 is engaged. Can be made smooth.

  A configuration is adopted in which a plurality of brake discs bd are spline-fitted to the outer diameter side end of the brake hub bh, and the brake plates bp arranged alternately with respect to the brake discs bd are casings. It is spline fitted to the inner surface of the MC. The brake hub bh is configured to include a clutch disk (not shown) of the third clutch C3 at the tip thereof.

In more detail, the relationship between the positioning of a plurality of brake plates bp and the pressing portion pp provided on the piston p will be described.
As shown in FIG. 2, with respect to the brake plate bp1 positioned at the axial end separated from the cylinder member cy, a regulation ring br as a positioning regulating member is provided on the left side (side separated from the cylinder member cy). Attached to the MC, the axial movement is restricted by the outer diameter side portion of the brake plate bp1 (the portion located on the case side when viewed from the center of the brake plate bp1 in the axial diameter direction). On the other hand, in relation to the pressing portion pp provided on the piston p, the axially radially inner side portion (in the axially radial direction, from the center of the brake plate bp2) of the brake plate bp2 located at the axial end adjacent to the cylinder member cy. The portion located on the shaft side) can be pressed by the pressing portion pp.

  In the pressed state, when the brake plate bp1, the brake plate bp2, and the brake plate bp between them are viewed as a whole, the end positions that are diagonal on the case side with the brake plate bp1 and on the shaft side with the brake plate bp2 The surface pressure that can be applied by the piston p can be made uniform.

  Furthermore, as shown in FIG. 2, the brake plate bp1 and the brake plate bp2 are made thick, and the brake plate bp between them is made thinner than the brake plates bp1 and bp2. The surface pressure is applied uniformly when pressed by the piston p.

4. Shifting operation In the automatic transmission 102 described above, five forward speeds and one reverse speed can be set, and the engagement and disengagement states of the clutch and brake for that are as shown in the operation diagram of FIG. is there.
In FIG. 4, the ◯ mark of the friction engagement element indicates the engaged state, and the X mark indicates the released state. In addition, P is a parking range, N is a neutral range, R is a reverse ringage, D is a drive range, “2” is an engine brake range for shifting to the second speed, “2” range, and L is an engine brake effect. Each of the low ranges for setting the 1st speed is shown.
Hereinafter, each shift stage will be briefly described.

The first forward speed is set by engaging the first one-way clutch F1 with the engagement of the first clutch C1, and on the counter shaft 4 by engaging the brake B0 or the zeroth one-way clutch F0. Is done.
That is, when the sun clutch s1 of the first planetary gear mechanism PG1 is rotated together with the first input shaft 2 when the first clutch C1 is engaged, the ring gear r1 tends to rotate in reverse due to the load on the carrier c1. The first one-way clutch F1 is engaged. Therefore, since the sun gear s1 rotates together with the first input shaft 2 while the ring gear r1 is fixed, the carrier c1 and the counter drive gear CDG integrated therewith are decelerated with respect to the first input shaft 2 and rotate forward.

  On the other hand, in the third planetary gear mechanism PG3, the brake B0 is engaged and the sun gear s3 is fixed. On the other hand, the ring gear r3 is connected to the counter driven gear CDRG and serves as an input element. The gear mechanism PG3 is in an underdrive state. Therefore, the driving force transmitted from the counter drive gear CDG to the counter driven gear CDRG is decelerated by the third planetary gear mechanism PG3 and transmitted to the differential D through the counter shaft 4 and the output gear 30.

  Accordingly, since the first speed in the driving state is set by engaging the first one-way clutch F1, when the engine brake is applied, the second brake B2 provided in parallel with the first one-way clutch F1 is engaged. Combine.

  The second speed is set by engaging the first brake B1 from the state of the first speed. That is, the setting is performed by stopping the rotation of the sun gear s2 of the second planetary gear mechanism PG2 that has been reversely rotated in the first speed state by the first brake B1. Accordingly, the ring gear r1 of the first planetary gear mechanism PG1 and the carrier c2 of the second planetary gear mechanism PG2 integrated with the first planetary gear mechanism PG1 rotate slowly in the positive direction, so that the carrier c1 of the first planetary gear mechanism PG1, which is an output element, The ring gear r2 of PG2 rotates forward at a higher speed than in the case of the first speed. The third planetary gear mechanism PG3 is maintained in the above-described underdrive state.

  Therefore, the upshift from the first speed to the second speed is achieved by releasing the first one-way clutch F1 with the engagement of the first brake B1. Therefore, a smooth shift can be performed even with a shift having a large torque fluctuation, and the shift control is easy.

  The third speed is achieved by bringing the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 into a so-called direct connection state. More specifically, the first and second clutches C1 and C2 are engaged with the brake B0 or the zeroth one-way clutch F0 on the third planetary gear mechanism PG3 side. This is because the two elements of the first planetary gear mechanism PG1, that is, the sun gear s1 and the ring gear r1 are directly connected to the first input shaft 2 to improve the torque transmission efficiency. In this case, the third clutch C3 may be engaged together.

  In the fourth speed, the second clutch C2 and the first brake B1 are engaged to bring the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 into the overdrive state, and the 0th brake B0 or the 0th one-way clutch F0. To engage the third planetary gear mechanism PG3. That is, in the second planetary gear mechanism PG2, since the carrier c2 is coupled to the first input shaft 2 with the sun gear s2 fixed by the first brake B1, the ring gear r2 and the counter drive gear CDG coupled thereto are coupled. Is accelerated with respect to the first input shaft 2 and rotates forward. The driving force transmitted from the counter drive gear CDG to the counter driven gear CDRG is decelerated by the third planetary gear mechanism PG3 and output from the output gear 30 to the differential gear D.

  The fifth speed is achieved by engaging the clutch C0 of the third planetary gear mechanism PG3 in the state of the fourth speed and upshifting the third planetary gear mechanism PG3 to the directly connected state. Accordingly, the driving force transmitted through the counter drive gear CDG and the counter driven gear CDRG is output from the output gear 30 to the differential gear D without being decelerated.

  Therefore, the shift between the first speed and the second speed having a large torque fluctuation and the shift between the fourth speed and the fifth speed having a high shift frequency are the shifts at which the one-way clutches F1 and F0 are applied. Therefore, a smooth shift with little shift shock can be easily performed. The automatic transmission having this configuration is an automatic transmission having a short shaft length.

  The reverse speed is set by engaging the third clutch C3, the second brake B2, and the brake B0 on the third planetary gear mechanism PG3 side. Therefore, in the second planetary gear mechanism PG2, since the sun gear s2 rotates together with the first input shaft 2 with the carrier c2 fixed, the ring gear r2 and the counter drive gear CDG integrated therewith are in relation to the first input shaft 2. Decelerate and reverse rotation. In addition, the third planetary gear mechanism PG3 is in an underdrive state because the sun gear r3 is fixed by the brake B0, and the driving force transmitted to the counter driven gear CDRG is further decelerated to change from the output gear 30 to the differential gear D. Is output.

  By adopting the above configuration, the shift from the first speed at which the first one-way clutch F1 is engaged to the second speed at which the first brake B1 is engaged is smoothly performed, and the number of parts is small and reliable. I was able to obtain a highly automatic transmission.

[Another embodiment]
(1) In the above embodiment, the example in which the one-way clutch support structure according to the present application is employed in the hybrid drive device has been shown. However, the present application is similar to the one-way clutch in the vicinity of the cylinder member of the friction engagement element. It is possible to adopt any configuration with the arrangement. For example, the present invention can be applied to a drive device having a hybrid structure, and can also be applied to an automatic transmission that obtains driving from a conventional engine or a motor-driven automatic transmission. Furthermore, in the above-described embodiment, an example in which the lubricating oil supply structure according to the present application is adopted for a five-speed automatic transmission has been described, but the number of shift stages is not limited.
(2) The friction engagement element may be a multi-plate clutch that realizes an engaged / disengaged state outside the brake and switches the transmission state.
(3) In the above-described embodiment, the one-way clutch and the brake adopting the one-way clutch support structure according to the present application are engaged in the shift switching between the first speed (first stage) and the second speed. -Although an example of performing disengagement has been shown, if there is a relationship that realizes switching between successive gears, between the one-way clutch and the cylinder member of the friction engagement element involved in switching between any gears, A one-way clutch can be used.

  In an automatic transmission equipped with a one-way clutch and a friction engagement element for gear shifting, the number of parts can be reduced as much as possible, and the friction engagement from the state in which the one-way clutch is engaged can be achieved by continuously changing the gear position. In an automatic transmission that engages elements, a technology that enables smooth and reliable engagement of frictional engagement elements has been obtained.

Skeleton diagram of hybrid drive device according to the present application Detailed sectional view of the vicinity of the first one-way clutch of the hybrid drive device according to the present application Axial view of the corresponding part shown in FIG. The chart which shows the engagement / disengagement state of each friction engagement element in the speed change mechanism shown in FIG. Improvement of one-way clutch engagement structure Diagram showing conventional structure Diagram showing conventional structure

Explanation of symbols

1 Engine output shaft 2 First input shaft (transmission shaft)
3 Second input shaft (transmission shaft)
4 countershaft 30 output gear 50 pre-shift stage 51 shift post-stage 100 hybrid drive 101 shift 102 automatic transmission B0 0th brake B1 1st brake B2 2nd brake BA battery BRG bearing C0 0th clutch C1 1st clutch C2 Second clutch C3 Third clutch CDG Counter drive gear CDRG Counter driven gear D Differential E Engine F1 First one-way clutch MG1 Motor / generator (electric motor)
MG2 Motor generator (electric motor)
MC casing PG1 first planetary gear mechanism PG2 second planetary gear mechanism PG3 third planetary gear mechanism br ring (regulating member)
cy cylinder member ro rotor st step rr ring (support member)

Claims (6)

A one-way clutch is provided concentrically with the transmission shaft, and a hydraulic servo mechanism of a friction engagement element is provided with respect to the one-way clutch, and the hydraulic servo mechanism includes a cylinder member in which a piston is movably accommodated in the axial direction. Prepare for the outer diameter side of the clutch,
The one-way clutch support structure in which the outer race of the one-way clutch is prevented from rotating around the case via the cylinder member,
The outer race is prevented from rotating by a spline provided between the outer diameter surface of the outer race and the inner diameter surface of the cylinder member,
One axial end of the outer race is positioned by an axially extending step provided on the inner diameter surface of the cylinder member, and the other axial end is positioned by a support member provided on the inner diameter surface of the cylinder member. With
By the stepped portion, a thin portion located on the outer diameter side of the spline and a thick portion located on one side in the axial direction with respect to the spline are formed in the cylindrical portion of the cylinder member, and the moving stroke of the piston is The support structure of the one-way clutch set in the range which overlaps the said thick part in an axial direction.   The support structure for a one-way clutch according to claim 1, wherein a pressing portion for pressing the friction plate of the friction engagement element and a return spring for returning the piston are provided at different positions in the axial radial direction. . The return spring is positioned on the outer diameter side of the pressing portion in the axial radial direction,
A restricting member for positioning a friction plate positioned at an axial end separated from the cylinder member is provided in the case, and axial movement is restricted at a portion on the outer diameter side of the friction plate in the axial diameter direction.
The support structure for a one-way clutch according to claim 2, wherein an axial inner diameter side portion of a friction plate located at an axial end adjacent to the cylinder member can be pressed by the pressing portion. In an automatic transmission that continuously switches at least a first gear stage and a second gear stage, a one-way clutch is used to form the first gear stage, and to form the second gear stage. Friction engagement elements are used,
The automatic transmission provided with the support structure of the one-way clutch as described in any one of Claims 1-3 between the said one-way clutch and the said friction engagement element.   The first gear stage is the first stage of the drive range that realizes the first speed, and the second gear stage is realized by continuously switching from the first speed on the higher speed side than the first speed. The automatic transmission according to claim 4, wherein the automatic transmission is a gear stage.   A hybrid drive apparatus comprising the automatic transmission according to claim 4 or 5 in a transmission unit.

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