JPH0343504B2 - - Google Patents

Description

[Detailed description of the invention]

(Industrial Application Field) The present invention relates to a power transmission device for an automobile. (Prior Art) When the vehicle is, for example, a front engine/front drive type vehicle, it is advantageous to arrange the power transmission device so that its central axis extends in the width direction of the vehicle. However, since there is a limit to the vehicle width, it is desirable that the axial length of the power transmission device be as short as possible, and for this reason, various proposals have been made to shorten the axial length.
For example, in the power transmission device of JP-A No. 52-44371, the axial length is shortened by arranging two clutches sequentially in the radial direction and by using as many parts and members of each device as possible. There is. However, in the conventional power transmission device including the power transmission described in this patent publication, the clutch drum of the clutch is attached to the spline portion that prevents the clutch drum from rotating in the circumferential direction with respect to the input shaft. There is no description of where the bushing section should be placed to allow rotation without play. If the spline section and the bush section were arranged in parallel in the axial direction, the axial length cannot be sufficiently shortened, which is the original objective of the device described in the publication. Furthermore, even if each component could be arranged in such a way that the axial length could be shortened, the arrangement of the bushings would of course change, so the problem of how to position the clutch drum would remain. Additionally, the oil passage for the clutch operating oil is generally located near the clutch drum.
Although the above-mentioned published patent publication does not mention how to seal this oil passage, it is necessary to properly seal this oil passage in order to shorten the axial length. Become. (Object of the Invention) An object of the present invention is to provide a power transmission device for an automobile that can have an axial length shorter than that of conventional devices and has a compact structure. (Structure of the Invention) A power transmission device for an automobile according to the present invention includes a clutch device that connects and disconnects power transmission from an input shaft that inputs input to a clutch to a planetary gear device, and a clutch drum base of the clutch device has an axis centered at the It has a cylindrical inner wall and an outer wall that are aligned with the axis of the input shaft, and has a U-shaped cross section that opens toward the transmission case side wall. A cylindrical sleeve is provided between the outer wall and the inner wall splined to the input shaft at an inner surface thereof, the sleeve having a cylindrical sleeve disposed between the sleeve and an outer surface of the inner wall. The clutch drum base is supported through a bushing arranged on the sleeve, a hydraulic oil passage for clutch operating oil is formed in the outer wall, and a hydraulic oil passage is formed on the outer surface of the sleeve opposite to this hydraulic oil passage. is open,
A seal ring is provided on the outer surface of the sleeve in which the hydraulic oil passage opens, a spline part in which the spline is provided, a bush part in which the bush is provided, and a seal ring part in which the seal ring is provided. are arranged in sequence in the radial direction of the input shaft so as to overlap each other in the axial direction of the input shaft. (Effects of the Invention) In the power transmission device for an automobile having the structure described above, the base of the clutch drum is configured to have a U-shaped cross section, and the base of the clutch drum has a spline portion and a bushing portion. Since the seal ring portions and the seal ring portions are arranged in order in the radial direction, it is possible to shorten the axial length of the power transmission device. Furthermore, the clutch drum base itself has a cross section of
The following two effects can be obtained by forming it in the shape of a square. The inner wall of the clutch drum base is supported via a bush directly on the inner surface of a sleeve for supporting the clutch drum. This makes it possible to accurately maintain the radial positioning of the clutch drum even if the clutch drum is subjected to centrifugal force due to rotation. Along with this effect, the relative positional relationship between the sleeve outer surface and the outer wall of the clutch drum base can be reliably defined, and the sealing performance of the seal ring provided between them can be maintained well. At the same time, it is possible to ensure the durability of the seal ring. (Embodiments) Hereinafter, a power transmission device for an automobile according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram showing a power transmission device for an automobile according to an embodiment of the present invention. In FIG. 1, reference numeral 1 indicates a crankshaft of an engine (not shown) which is an input shaft, and a torque converter 2 and a multi-speed gearing device 10 are arranged coaxially with this crankshaft 1 in order from the engine side. . The torque converter 2 includes a pump 3, a turbine 4, and a stator 5,
The pump 3 is fixed to the crankshaft 1. The stator 5 is connected to a fixed shaft 7 integrally connected to the case 11 of the multi-speed gearing device 10 via a one-way clutch 6.
rotate on top. The one-way clutch 6 allows the stator 5 to rotate in the same direction as the pump 3, but does not allow it to rotate in the opposite direction. The multi-speed gear device 10 has a base end fixed to the crankshaft 1 and a distal end extending through the center of the multi-speed gear device to drive an oil pump P disposed on the side wall of the device. It has a central shaft 12 connected to the pump. On the outside of this central shaft 12, a hollow turbine whose base end is connected to the turbine 4 of the torque converter 2, whose distal end extends to the side wall of the multi-speed gear unit 10, and is rotatably supported by the side wall. A shaft 13 is provided. A Ravigneau type planetary gear unit 14 is provided on the turbine shaft 13, and this planetary gear unit 14 is connected to a small diameter sun gear 15, and a large diameter sun gear 1 disposed on the side of the small diameter sun gear 15 far from the engine.
6, a long pinion gear 17, a short pinion gear 18, and a ring gear 19. First and second clutch devices 20 and 21 are arranged in parallel on the side of the planetary gear unit 14 that is far from the engine. The first clutch device 20 connects and disconnects power transmission between the small diameter sun gear 15 and the turbine shaft 13 via the first one-way clutch 22. On the other hand, the second clutch device 21 is connected in parallel with the first clutch device 20 to connect and disconnect power transmission between the small diameter sun gear 15 and the turbine shaft 13. Said second clutch device 2
A first brake device 23 is disposed radially outwardly from the first brake device 23
is located. This first brake device 23
is a band brake, and the large diameter sun gear 1
The brake drum 23a is connected to a brake drum 23a and a brake band 23 is hung on the brake drum. A third clutch device 24 is disposed radially outward of the first clutch device 20 and on the side of the first brake device 23. , the large diameter sun gear 16 and the turbine shaft 1 via the brake drum 23a of the first brake device 23.
The power transmission is interrupted between 3 and 3. A carrier 14a of the planetary gear unit 14 and a case 10a of the multi-speed gear device 10 are arranged radially outwardly of the planetary gear unit 14.
A second brake device 25 is arranged to engage and disengage the. The first and second brake devices 23
and 25, a second one-way clutch device 26 is disposed in parallel with the second brake device 25 for engaging and disengaging the carrier 14a and the case 10a. On the side of the planetary gear unit 14 on the engine side, a carrier 14a of the planetary gear unit and the turbine shaft 13 are arranged.
a fourth clutch device 2 for intermittent power transmission between
7 is placed. This fourth clutch device 2
An output gear 28 connected to a ring gear 19 is arranged on the side of the engine 7 on the engine side. In addition, the reference numeral 29 in the figure indicates the turbine shaft 1.
3 shows a lock-up clutch for directly connecting the crankshaft 1 to the crankshaft 1 without going through the torque converter 2. Next, with reference to FIG. 2, the structure of each of the above-mentioned devices constituting the present power transmission device will be explained. Second Clutch Device 21 The second clutch device 21 includes a clutch drum 21b having a clutch drum base 21a having a substantially U-shaped cross section. The clutch drum base 21a has its inner wall _21a1 connected to the turbine shaft 13 at its inner peripheral surface by a spline _Spline so that it can rotate together with the turbine shaft 13. A sleeve 11b is protruded from the center of the inner surface of the end wall 11a of the case 11.
The tip of the clutch drum base 21a extends into the clutch drum base 21a as shown in the figure.
1a and, in turn, the clutch drum 21b is rotatably supported. A bush B is provided between the outer peripheral surface of the inner wall 21a ₁ of the clutch drum base 21a and the sleeve 11b, and this bush B allows centering of the clutch drum 21b during rotation. There is. A clutch hub 21c is disposed inside the clutch drum 21b, and the clutch hub 21c is integrally supported by a support portion 21d splined to the small diameter sun gear 15. The clutch drum 21b and the clutch hub 2
1c support alternately arranged clutch discs 21e. A piston 21f, which has a shape corresponding to the contour of the inner wall of the support part 21 and has a substantially U-shaped cross section, is fitted inside the support part 21a. This piston 21f and support body 21
A hydraulic oil chamber 21g is formed between a.
By controlling the supply of hydraulic oil to this hydraulic oil chamber 21g, the clutch disk 21e is pushed or released, and the second clutch device 21
It is designed to engage and disengage. The end wall 11a of the case 11 and the sleeve 1
A hydraulic oil passage 11c to which hydraulic oil is supplied from the pump P is formed in 1b. The hydraulic oil passage 11c opens at openings 11d, 11e, and 11f formed on the outer peripheral surface of the sleeve 11b. Opening 11 on the outer peripheral surface of sleeve 11b
A ring groove 11g is formed on both sides of d, 11e, and 11f in order to separate the respective openings or passages in a sealed state, and a seal ring 11h is fitted into this groove 11g. This seal ring 11h is arranged in sequence in the radial direction together with the spline S _p and the bush B as shown in the figure. The clutch drum base 21a
A hydraulic oil passage 21h that communicates the hydraulic oil chamber 21g with the hydraulic oil passage 11c via the opening 11e is formed in the outer wall _21a2 . Furthermore, as is clear from the diagram, the clutch hub 21
The base of the support portion 21d of c constitutes an inner race of the first one-way clutch 22. First clutch device 20 Piston 21f of the second clutch device 21
serves also as the clutch drum 20a of the first clutch device 20 and a support portion 20b that integrally supports the clutch drum 20a. A clutch hub 20c is disposed inside the clutch drum 20a, and the base of the clutch hub 20c is integrally supported by a support portion 20d that constitutes the outer race of the one-way clutch 22. The clutch drum 20a and the clutch hub 20c each support alternately arranged clutch disks 21e. A piston 20f is fitted inside the support portion 20b, and a hydraulic oil chamber 2 is provided between the piston 20f and the support portion 20b.
0g is formed. By controlling the supply of hydraulic oil to this hydraulic oil chamber 20g, the clutch disc 20e is pushed or released.
The first clutch device 20 is engaged and disengaged. The clutch drum base 21a
The outer wall _21a2 has a hydraulic oil passage 20 that communicates the hydraulic oil chamber 20g with the hydraulic oil passage 11c through an opening 11d formed in the sleeve 11b.
i is formed. In addition, the code 20h in the figure is
The return springs for the pistons 20f, 21f of the first and second clutch devices 20, 21 are shown. Third clutch device 24 This third clutch device 24 is connected to the support portion 2.
A substantially inverted L-shaped support portion 24a that is integral with 1a.
clutch drum 24 integrally supported by
It is equipped with b. A clutch hub 24c is arranged inside and opposite the clutch drum 24b, and the clutch hub 24c is formed by an extension of the brake drum 23a of the first brake device 23. The clutch drum 24b and the clutch hub 24c each support alternating brake discs 24d.
A piston 24e is fitted inside the support portion 24a, and the piston 24e and the support portion 24a
A hydraulic oil chamber 24f is formed between them. By controlling the supply of hydraulic oil to the hydraulic oil chamber 24f, the clutch disc 24d is pressed or released, and the third clutch device 20
It is designed to engage and disengage. In order to communicate the hydraulic oil chamber 24f with the hydraulic oil passage 11c through the opening 11f formed in the sleeve 11b, the outer wall 21 of the clutch drum base 21a
A ₂ has a hydraulic oil passage 24h, and a hydraulic oil passage 24i between the clutch drum 21b and the support portion 24a.
are formed respectively. This third clutch device 24 further includes a diaphragm-type return spring 24g for the piston 24e. The reason why a diaphragm type return spring is used in this third clutch device 24 is that this diaphragm type is thin and does not require a large space. Fourth clutch device 27 This fourth clutch device 27 is spline-coupled to the turbine shaft 13 and includes a clutch drum 27b that is integrally supported by a support portion 27a having a substantially inverted U-shaped cross section. . A clutch hub 27 is located inside the clutch drum 27b.
c is arranged, and this clutch hub 27c is
It is supported by a carrier 14a of the planetary gear unit 14. The clutch drum 27b and the clutch hub 27c each support alternately arranged brake discs 27d. A piston 27e formed by sheet metal processing is fitted inside the support portion 27a. This piston 27
A hydraulic oil chamber 27f is formed between e and the support portion 27a, and by controlling the supply of hydraulic oil to this hydraulic oil chamber 27f, the clutch disc 27d can be pressed or released. Accordingly, the fourth clutch device 27 is engaged and disengaged. This fourth clutch also includes a diaphragm type return spring 27g, similar to the third clutch device 24 described above. First Brake Device 23 The brake drum 23a of the first brake device 23 is supported by a support portion 23c that is integrally supported by the large diameter sun gear 16. Therefore, when this first brake device 23 is activated,
The large diameter sun gear 16 is fixed. Second brake device 25 This second brake device 25 is a disc type brake, and its brake drum 25a
is the carrier 14a of the planetary gear unit 14.
It is supported by a support portion 25b that is integrally fixed to the support portion 25b. Therefore, this second brake device 2
3 is activated, the carrier 14a is fixed. Functions of the multi-speed gear device 10 The multi-speed gear device 10 having the structure described above has the following features:
It has four forward gears and one reverse gear.
First, second, third and fourth clutch devices 2
0, 21, 24 and 27, and the first and second brake devices 23 and 25, a desired gear position can be obtained.
In the above configuration, the operational relationship between each gear stage, clutch, and brake is shown in the table below.

[Table] Hereinafter, the functions of the first and second one-way clutches 22 and 26 will be explained. Second one-way clutch 26 This one-way clutch 26 prevents the carrier 14a from reversing during 1st gear, and when shifting from 1 to 2 and from 2 to 2.
This serves to determine the shift timing during the first shift. As can be seen from the above table, the reverse rotation of the carrier 14a is prevented in 1st gear, and the carrier 14a is allowed to rotate forward in 2nd gear, and the large diameter sun gear 16
must be fixed. For this reason, 1-2
When changing gears, it is necessary to operate means for freeing the carrier 14 and means for fixing the large diameter sun gear 16, that is, the first brake device 23. If the means for freeing the carrier 14 is a band brake, the large diameter sun gear 16 must be fixed after first freeing the carrier 14a, resulting in a temporary neutral state and a time lag. On the other hand, when a one-way clutch is used as the above-mentioned means, as in this device, the carrier 14a becomes free and rotates forward at the moment the large-diameter sun gear 16 is fixed due to the action of the one-way clutch, so there is no time lag. It is possible to shift gears with good timing. Meanwhile, the carrier 14a rotates forward, and the ring gear 1
If the carrier 14a is fixed when shifting from the 2nd gear state in which gear 9 is rotating at the 2nd gear speed, the rotation of the ring gear 19 will be lower by the rotation amount of the carrier 14a than when the ring gear 19 is in the 2nd gear. try to For this reason, the carrier 14 is
If a is fixed unconditionally and all at once, a shift shock will occur. In order to prevent this shift shock, it is sufficient to wait until the engine speed increases to the first speed speed or until the vehicle speed decreases before shifting. However, timing the fixing of the carrier 14a and the release of the large-diameter sun gear 16 is extremely difficult if a band brake is used. In comparison, when a one-way clutch is used, the carrier 14a can continue to rotate at the second speed even after the large-diameter sun gear 16 is released, and only when it becomes concentric with the ring gear 19 does the small-diameter sun gear 15 start rotating. The driving force is now transmitted, and the 2-
It is possible to take the timing when shifting to 1st gear. First one-way clutch 22 This one-way clutch 22 functions to determine the shift timing when shifting from 3 to 4 and when shifting from 4 to 3. As can be seen from the table above, in 3rd gear, the clutch devices 21 and 27 are engaged and rotate together, while in 4th gear, the clutch 21 is released and the small diameter sun gear 15 rotates at an increased speed, and the large diameter sun gear 16 needs to be fixed. Under these conditions 3→
When performing a 4-speed shift, if only a normal clutch is used, a neutral state is required temporarily, but if a one-way clutch is used, just by fixing the large diameter sun gear 16, the small diameter sun gear 15 will start increasing speed from that moment. Therefore, there is no time lag and the 3rd to 4th gear shift can be performed with accurate timing. On the other hand, in 4th gear, the small diameter sun gear 15 is rotating at an increased speed, so in order to shift from 4th gear to 3rd gear, the engine rotation speed (input rotation) must increase or
Alternatively, it is necessary to wait until the rotation (output rotation) of the ring gear 19 decreases before fixing the small diameter sun gear 15. It is difficult to obtain this timing with a normal clutch, but by using a one-way clutch, when the input rotation and the rotation of the small diameter sun gear 15 match, the driving force from the input side can be automatically transmitted, resulting in a good timing. You can change gears at the right time.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram illustrating the basic configuration of an automobile power transmission device according to an embodiment of the present invention, and FIG. 2 is an axial cross-section showing the structure of the multi-speed gear device shown in FIG. 1 in detail. 3 are enlarged views showing details of the main parts of the multi-speed gear device shown in FIG. 2. 1...Crankshaft, 2...Torque converter,
10... Multi-speed gear device, 11... Case, 1
1b...Sleeve, 11d, 11e, 11f...
Opening, 12... Central shaft, 13... Turbine shaft, 14... Planetary gear unit, 15...
Small diameter sun gear, 16... Large diameter sun gear, 20...
First clutch device, 20a...clutch drum, 20c...clutch hub, 20e...clutch disk, 20f...piston, 21...second clutch device, 21a...clutch drum base, 21b...clutch drum, 21c...Clutch hub, 21e...Clutch disk, 21f
... Piston, 22 ... One-way clutch, 2
4... Third clutch device, 24b... Clutch drum, 24c... Clutch hub, 24d... Brake disc, 24e... Piston, 20i,
21h, 24h...Hydraulic oil passage, B...Button, S _p ...Spline.

Claims (1)

[Claims] 1. A clutch device that connects and disconnects power transmission from an input shaft that inputs input to a clutch to a planetary gear device, and a clutch drum base of the clutch device has a cylindrical inner surface whose axis is the same as the axis of the input shaft. The transmission case side wall is provided with a cylindrical sleeve located between the inner wall and the outer wall. the inner wall is splined to the input shaft on its inner surface, and the sleeve supports the clutch drum base via a bushing disposed between the sleeve and an outer surface of the inner wall. A hydraulic oil passage for clutch operating oil is formed in the outer wall, a hydraulic oil passage is opened on the outer surface of the sleeve opposite to this hydraulic oil passage, and a sleeve into which the hydraulic oil passage is opened is formed. A seal ring is provided on the outer surface of the input shaft, and a spline portion provided with the spline, a bush portion provided with the bush, and a seal ring portion provided with the seal ring are arranged in the axial direction of the input shaft. A power transmission device for an automobile, characterized in that the input shafts are sequentially arranged in the radial direction of the input shaft so as to overlap each other.