JP2830569B2 - Automatic transmission wet multi-plate clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wet multi-plate clutch which exists as a speed change friction element in an automatic transmission.

[0002]

2. Description of the Related Art An automatic transmission usually includes a planetary gear set in a power transmission system, and selectively frictionally operates (fastens) various friction elements such as clutches and brakes to rotate one element of the planetary gear set. , The transmission path is determined, and the corresponding shift speed is obtained. Generally, the clutch is generally constructed of a wet multi-plate type, and the wet multi-plate clutch of the automatic transmission is fitted between the clutch drum DR and the clutch hub CH between the clutch drum DR and the clutch hub CH as shown in FIG. A clutch pack CP in which friction plates DP and HP are alternately arranged is interposed, and the friction plates are pressed by a hydraulically operated piston PS so as to be brought into a fastened state.

When the clutch that does not hydraulically operate the piston PS is released, the centrifugal pressure acting on the hydraulic pressure receiving surface of the piston PS in the piston hydraulic pressure chamber PR accompanying the rotation of the clutch tends to cause the piston PS to stroke. And drag the clutch.

In order to prevent this, a partition wall PP is conventionally provided on the side of the piston PS far from the hydraulic pressure chamber PR as described in US Pat. No. 3,581,858 and as shown in FIG. It has been proposed to set a cancellation chamber KR between the piston and the piston. In such a configuration,
A centrifugal pressure is also generated in the cancel chamber KR with the rotation of the clutch, and the centrifugal pressure in the chamber PR is canceled to eliminate drag of the clutch.

On the other hand, the wet multi-plate clutch has its friction plate D
It is necessary to constantly lubricate between the P and HP. In the wet multi-plate clutch with the centrifugal pressure canceling mechanism, an oil passage to the canceling chamber KR is provided as described in the above-mentioned document and as illustrated in FIG. The oil passage is simplified by adopting a configuration in which most of the oil flowing toward the cancel chamber is partially branched immediately before and used for lubrication of the clutch friction plate.

[0006]

However, as shown in FIG. 5, in the conventional wet multi-plate clutch, the clutch pack CP is offset in the axial direction (left and right direction in FIG. 5) with respect to the cancel chamber KR. Therefore, the clutch friction plate DP,
The lubricating oil to the HP cannot be supplied radially outward from the inner peripheral side of the clutch hub CH, but is supplied axially from one end side of the clutch pack CP, and the lubricating oil enters between the friction plates. It was difficult to perform the lubrication, which could cause poor lubrication.

The present invention is directed to a wet multi-plate clutch with a cancel chamber, wherein even if the oil to the cancel chamber is partially branched to provide lubrication for the clutch friction plates, the lubricating oil between the clutch friction plates is supplied to the clutch hub. It is an object of the present invention to solve the above-mentioned problem by providing a configuration in which the supply can be performed radially outward from the inner peripheral side of the device.

[0008]

SUMMARY OF THE INVENTION For this purpose, a wet multi-plate clutch for an automatic transmission according to the present invention comprises a clutch pack in which a friction plate spline-fitted to a clutch drum and a clutch hub is alternately arranged between the clutch drum and the clutch hub. The friction plate is interposed between the friction plates and pressed by a hydraulically operated piston to be in a fastening state. A centrifugal pressure acting on the pressure receiving surface is provided by disposing a partition wall opposite to the hydraulic pressure receiving surface of the piston. An automatic transmission having a wet multi-plate clutch as a variable speed friction element having a cancel chamber defined between the piston and a piston, wherein the clutch pack is arranged so as to surround the cancel chamber, A hub disk is extended along the partition wall, a clutch lubricating fluid path is set between the hub disk and the partition wall, and a hydraulic fluid path leading to the cancellation chamber is closed. It is obtained by opening the pitch lubricating fluid passage.

[0009]

The automatic transmission can determine the transmission path and select the corresponding shift speed by the selective operation of various friction elements including the wet multi-plate clutch. By the way, the clutch pack is arranged so as to surround the cancel chamber, the hub disk of the clutch hub is extended along the partition for defining the cancel chamber, and a clutch lubricating fluid path is set between the hub disk and the partition, and the cancel is performed. Since the hydraulic fluid path leading to the chamber is opened to the clutch lubricating fluid path, even if the hydraulic fluid to the cancel chamber is partially branched and used to lubricate the clutch friction plates, the lubricating fluid between the clutch friction plates is not It will be supplied radially outward from the inner peripheral side of the clutch hub,
Lubricating liquid can be reliably supplied between the clutch friction plates, and the problem of poor lubrication of these friction plates can be solved.

[0010]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 illustrates a gear transmission mechanism of an automatic transmission to which the present invention can be applied. This gear transmission mechanism has an input shaft 1,
It comprises an output shaft 2 and an intermediate shaft 3 arranged in a coaxial butt relationship between these input and output shafts. The input shaft 1 is drivingly connected to an engine crankshaft (not shown) via a torque converter 4. Two first and second planetary gear sets 5 and 6 are provided concentrically on the input shaft 1 and a third planetary gear set 7 is provided concentrically on the output shaft 2.

The first and second planetary gear sets 5, 6 are respectively the first and second planetary gear sets 5, 6.
And second sun gears 5 _S , 6 _S , first and second ring gears 5 _R , 6 _R , pinions 5 _P , 6 _P meshing with these sun gears and ring gears, and first and second rotatably supporting these pinions. A simple planetary gear set composed of carriers 5 _C and 6 _C is used. The third planetary gear set 7 also includes a third sun gear 7 _S , a third ring gear 7 _R , a pinion 7 _P meshing with the third sun gear 7 _S , and a third ring gear 7 _R rotatably supporting the pinion 7 _P.
The simple planetary gear set consisting of the carrier 7 _C.

[0012] addition to fixable by sun gear 5 _S band brake B / B, to be coupled to the input shaft 1 by a reverse clutch R / C. Other carrier 5 _C is to be coupled to the input shaft 1 by the high clutch H / C, the as well as non-rotatable to the input shaft 1 and the opposite direction by the low one-way clutch L / OWC, fixable by the low reverse brake LR / B And Carrier 5 _C is further capable of binding to the ring gear 6 _R by the low clutch L / C. Further, the sun gear 6 _S is connected to the input shaft 1, and the carrier 6 _C is connected to the ring gear 5 _R and to the intermediate shaft 3.

A ring gear 7 _R is connected to the intermediate shaft 3,
Coupling the carrier 7 _C to the output shaft 2. Carrier 7 _C is further couplable to appropriate sun gear 7 _S by a direct clutch D / C, a further sun gear 7 _S shall be suitably fixable by the reduction brake RD / B.

The above-described gear transmission operates the clutches and brakes in the combinations shown in the table of FIG. 1 for each range manually selected according to the driving mode (including parking and stopping) desired by the driver (運 転). ), The first to fifth forward speeds, the reverse gear, and the parked / stopped state can be obtained.

[0015] That is, if you want to park and set to the P range,
When the range is set to N in order to stop the vehicle, only the reduction brake RD / B is engaged. Therefore, the sun gear 7 _S is fixed, and the rotational power from the intermediate shaft 3 to the ring gear 7 _R is transmitted to the carrier 7 _C , and thus to the output shaft 2, while rolling the pinion 7 _P around the sun gear 7 _S , Although the third planetary gear set 7 is in a deceleration transmission state, all of the friction elements related to the first and second planetary gear sets 5 and 6 are not fastened, so that no rotational power to the input shaft 1 reaches the intermediate shaft 3 at all. Thus, the automatic transmission achieves a parked / stopped state in which the output shaft 2 is not driven.

The D range is desired for automatic forward traveling, the third range is desired for third speed engine braking, the second range is desired for second speed engine braking, and the first speed engine braking is desired. If it is necessary to select the first speed in the desired range of one range, the reduction brake RD / B is engaged and the low clutch L / C is engaged. The engagement of the reduction brake RD / B brings the third planetary gear set 7 into the deceleration transmission state as described above. Also, when is engaging low clutch L / C, the rotation from the input shaft 1 for through the low one-way clutch L / OWC ring gear 6 _R is prevented from rotating in the opposite direction to the input shaft 1 to the sun gear 6 _S pinion 6 _P to ring gear 6 _R
Is rolled on the inner, the carrier 6 _C to the input shaft 1 is decelerated in the same direction is forward. Rotation of the carrier 6 _C reaches the intermediate shaft 3, this rotation may further obtain a first forward speed to be decelerated to reach the output shaft 2 by the third planetary gear set 7.

In the first speed state, the carrier 6 _C
Is driven in the same direction as the input shaft 1 at a high speed, the reverse driving force is not transmitted to the input shaft 1 due to the release of the low one-way clutch L / OWC, so that engine braking cannot be obtained. If you want to select one range and want engine braking,
As shown by the symbol △ in the table, the low reverse brake LR / B
Must be operated to release the low one-way clutch L / OWC.

In the driving state in which the second speed should be selected, the reduction brake RD / B, the low clutch L / C, and the band brake B / B are engaged. The engagement of the reduction brake RD / B is performed in the same manner as described above.
To the deceleration transmission state. On the other hand, the low clutch L / C and the band brake B / B are engaged with the band brake B / B.
Sun gear 5 _S forms the use of fixed reaction force received by,
Also since the low clutch L / C is to transmit the rotation of the ring gear 6 _R pinion 5 _P tell the carrier 5 _C to the ring gear 5 _R while rolling around the sun gear 5 _S, the carrier 6 _C, thus the intermediate shaft 3 As the number of forward rotations increases, a second speed state higher than the first speed state is obtained.

When the driving state in which the third speed should be selected is selected, the reduction brake RD / B, the low clutch L / C, and the high clutch H / C are engaged. The engagement of the reduction brake RD / B brings the third planetary gear set 7 into a deceleration transmission state in the same manner as described above. On the other hand, the engagement of the low clutch L / C and the high clutch H / C causes the ring gear 6 _R to rotate together with the input shaft 1, and the sun gear 6 _S and the ring gear 6 _R coupled to the input shaft 1 rotate integrally to rotate the carrier. 6 _C , and thus a third speed (directly connected) selection state in which the intermediate shaft 3 makes the same rotation as the input shaft 1 is obtained.

When the driving state is to select the fourth speed, the friction elements related to the first and second planetary gear sets 5 and 6 are engaged in the same combination as in the third speed, and the third planetary gear set 7 is engaged. For, the direct clutch D / C is engaged instead of the reduction brake RD / B. When the direct clutch D / C is engaged, the sun gear 7 _S is connected to the carrier 7 _C , and the third planetary gear set 7 is brought into a direct connection transmission state in which all the elements rotate together. Therefore, the rotation from the intermediate shaft 3 is not decelerated and reaches the output shaft 2 as it is, and a fourth speed higher than the third speed can be obtained.

When the driving state in which the fifth speed should be selected is reached, the direct clutch D / C, the band brake B / B, and the high clutch H / C are engaged. The engagement of the direct clutch D / C brings the third planetary gear set 7 into the same direct-coupled transmission state as described above. On the other hand, when the band brake B / B and the high clutch H / C are engaged, the carrier 5 _C is rotated together with the input shaft 1 by the operation of the high clutch H / C, and the band brake B / B is rotated.
/ For sun gear 5 _S by operation of B is fixed, through the rolling of the pinion 5 _P on sun gear 5 _S, becomes the ring gear 5 _R, thus rotating accelerating the carrier 6 _C and the intermediate shaft 3, the Five speeds can be selected.

When the R range is selected for reverse traveling, the third planetary gear set 7 is brought into a deceleration transmission state by engagement of the reduction brake RD / B, while the reverse clutch R / C and the low reverse brake LR / B are set. To conclude. The engagement of the reverse clutch R / C and the low reverse brake LR / B is because the reverse clutch R / C rotates the sun gear 5 _S integrally with the input shaft 1 and the low reverse brake LR / B fixes the carrier 5 _C. By rotating the ring gear 5 _R , that is, the carrier 6 _C and the intermediate shaft 3 in a direction opposite to that of the input shaft 1, a reverse gear can be obtained in which the reverse rotation power is further reduced and transmitted to the output shaft 2.

The pressure shown in FIG. 1 by using various suffixes by using the P prefix is the operating pressure of each friction element, which will be described later in detail with reference to FIG. FIG.
3 is an embodiment in which the idea of the present invention is applied to the high clutch H / C, in which the gear transmission mechanism of FIG. 1 is embodied, and FIGS. 2 and 3 are combined with each other on the Z plane. Reference numeral 11 denotes a transmission case, in which the input shaft 1, the intermediate shaft 3 and the output shaft 2 are coaxially butted from the engine side (the left side in FIG. 2) in order, and all three shafts can be relatively rotated. I do.

The input shaft 1 has a hollow fixed shaft 12 as shown in FIG.
The first and second planetary gear sets 5 and 6 are arranged concentrically on the insertion inner end. Serration fitted on the input shaft 1 and the second sun gear 6 _S, serration fitted on the intermediate shaft 3 with coupling a second carrier 6 _C to the first ring gear 5 _R. The first sun gear 5 _{S is connected} to the hollow fixed shaft 12.
It was bound to one end of the drum 13 which is rotatably supported by the upper and the serration fitted to the clutch hub 14 which is rotatably supported on the input shaft 1 of the first carrier 5 _C.

A band brake B / B is provided on the outer circumference of the drum 13.
, And a piston 15 is slidably fitted on the inner periphery to define a chamber 16. An inner drum 17 is arranged concentrically inside the drum 13, and a clutch pack 20 is arranged between the drums 13 and 17, in which friction plates 18 and 19, which are spline-fitted to each other, are alternately arranged. Constitutes a reverse clutch R / C which is engaged when the friction plates 18 and 19 are pressed.

The inner drum 17 rotatably supports an inner peripheral portion thereof on the hollow fixed shaft 12 and serration-fits with the input shaft 1. The clutch hub 14 has a hub disk 14a extending in the radial direction and an outer peripheral portion thereof. And a cylindrical portion 14b concentrically arranged inside the inner drum 17. Then, the outer periphery of the cylindrical portion 14b and the inner drum 17
Between the inner circumferences of the friction plates 21,
22 with a clutch pack 23 interleaved,
A piston 24 is slidably fitted in the drum 17 and the chamber 2
5, the friction plates 21,
A high clutch H / C that is engaged when pressing between the portions 22 is constituted.

A partition 2 is provided on the side of the piston 24 far from the chamber 25.
6, a centrifugal pressure cancel chamber 27 is defined, and a return spring 28 of the piston 24 is contracted in this chamber.
In this example, the high clutch H / C has the following configuration in view of the object of the present invention. That is, the cylindrical portion 14b of the clutch hub 14, and thus the clutch pack 23,
It is arranged so as to surround the cancel room 27 and the cylindrical portion 14 is disposed.
b are provided with a large number of lubricating through holes 14c. Then, the hub disk 14a is extended along the partition wall 24 to define a lubricating oil passage 29 therebetween. Radial hole 1a of input shaft 1 and drum 1
Cancel chamber 27 including hole 17a formed in the inner peripheral portion of
A hole 17b is formed in the inner peripheral portion of the drum 17 in order to connect a hydraulic oil supply path to the lubricating oil path 29 immediately before the hole 17a. Needless to say, the holes 17a and 17b may be common holes having a large diameter. As a result, the working oil passage to the cancel chamber 27 is commonly used as the lubricating oil passage to the clutch pack 23, and the oil passage can be simplified.

A drum 30 is further drivingly connected to the first carrier 5c, and this drum is connected to the first and second planetary gear sets 5, 6
A large-diameter drum that extends rearward over the drum. And the inner circumference of the drum 30, between the outer periphery of the clutch hub 31 provided on the second ring gear 6 _R, is interposed clutch pack 32 comprising alternating arrangement of the splined friction plates,
The clutch pack 32 and the piston 33 constitute a low clutch L / C. With this low clutch L / C, the second
The radial of the ring gear 6 _R supports. Thus the clutch hub 31 by extending the Tosa mow axis direction from the second ring gear 6 _R, is offset from the engagement point of the second ring gear 6 _R.

The piston 33 is slidably fitted in a cylinder 34 connected to the drum 30 to define an apply chamber 35, and is mounted on a hollow fixed shaft 37 connected to the transmission case 11 by bolts (36). The inner circumference of the cylinder 34 is rotatably supported. Thus, rotation of the cylinder 34 in the opposite direction to the engine is prevented by the low one-way clutch L / OWC provided between the cylinder 34 and the hollow fixed shaft 37. In addition, this hollow fixed shaft 3
Reference numeral 7 also serves to rotatably support the intermediate shaft 3 on the inner periphery. A partition 33 is provided on the side of the piston 33 far from the chamber 35a.
The release chamber 35a facing the release pressure receiving surface of the piston 33 is defined in opposition to the release chamber 35a. Thus, the low clutch L / C is
Fastening pressure P to chamber 35 against return spring 35b
_When the piston 33 presses between the friction plates of the clutch pack 32 in response to the _LCA , the clutch is engaged. In this state, when the release pressure P _LCR is also supplied to the chamber 35a, the piston 33 is pushed back to release the clutch. I do.

In a clutch disengaged state in which operating pressure is not supplied to the apply chamber 35, centrifugal pressure generated in the apply chamber 35 due to rotation of the low clutch L / C pushes the piston 33 against the return spring 35b. , The pressure between the friction plates of the clutch pack 32
/ C tends to be dragged. At this time, a centrifugal pressure is also generated in the cancel / release chamber 35a, and this centrifugal pressure acts to cancel the centrifugal pressure in the apply chamber 35, thereby inhibiting the above-described stroke of the piston 33.
It is possible to prevent the clutch from being dragged by the centrifugal pressure in the apply chamber 35 despite the released state of the clutch that does not supply the operating pressure to zero.

Between the outer periphery of the drum 30 and the transmission case 11, a brake pack 38 in which friction plates spline-fitted to each other are interposed is interposed, and the low reverse brake LR / B is Is configured. The piston 39 fits into the transmission case 11 to define a chamber 40. When the piston 39 is stroked by the pressure applied to the chamber to press the brake pack 38, the low reverse brake LR / B is engaged. And

Next, a description of FIG. 3, to bond the third ring gear 7 _R at the end of the intermediate shaft 3 is serration fitted to the output shaft 2 of the third carrier 7 _C. A drum 41 is attached to a third sun gear 7 _S rotatably fitted on the output shaft 2, and the drum is rotated on a hollow fixed shaft 42 which is also integrated with the transmission case 11 and also serves as a bearing for the output shaft 2. Support freely. The third carrier 7 _C integrally formed clutch hub 43 to penetrate into the drum 41, between the inner periphery of the outer peripheral and the drum 41 of the clutch hub 43, the interleaved friction plates spline-fitted thereto The clutch pack 44 is interposed.
A piston 45 is slidably fitted in the drum 41 and the chamber 4
6 and the piston 45 and the clutch pack 44 constitute a direct clutch D / C. A partition 45a is provided on the side of the piston 45 far from the chamber 46 to define a centrifugal pressure canceling chamber 46a.

Between the outer periphery of the drum 4 and the inner periphery of the transmission case 11, a brake pack 47 in which friction plates spline-fitted thereto are alternately arranged is interposed. / B. The piston 48 is fitted to the hollow fixed shaft 42 to define an application chamber 49, and a release wall 49a is defined by opposing a partition wall 48a on the side of the piston 48 far from the chamber. The pressures shown in FIGS. 2 and 3 by selectively using various suffixes using the P prefix are operating pressures of various friction elements described later with reference to FIG.

The operation of the high clutch H / C shown in FIG. 2 to which the idea of the present invention is applied in the gear transmission embodied as described above will be described. This clutch causes the piston 24 to stroke against the return spring 28 by the operating pressure _PHC to the chamber 25, thereby causing the friction plates 21 and
The first carrier 5c, which is serrated and fitted to the clutch hub 14, is fastened by pressing between the two.
The drive shaft can be drive-coupled to the input shaft 1 serrated and fitted to the drum 17.

In the clutch state in which the pressure P _HC is not supplied to the chamber 25, the centrifugal pressure generated in the chamber 25 with the rotation of the clutch pushes the piston 24 rightward in FIG. Then
With the rotation of the clutch, the hydraulic oil in the cancel chamber 27 also receives the centrifugal force to generate centrifugal pressure, and urges the piston 24 to the left in FIG.
Cancels the stroke. Therefore, the piston 24
Is the clutch plates 21 and 2 despite the release of the clutch.
There is no need to press and drag between the two.

The supply of the hydraulic oil to the cancel chamber 27 is performed from a hole 1a formed in the input shaft 1 through a hole 17a formed in the inner peripheral portion of the drum 17 as shown by an arrow.
The supply of the lubricating oil between the friction plates 21 and 22 is performed by the holes 17a.
Immediately before, the operation is performed through the oil passage 29 and the through hole 14c as shown by the arrow from the hole 17b leading to the working oil passage to the cancel chamber 27. By the way, since most of the working oil passage to the cancel chamber 27 is shared as a lubricating oil passage to the clutch friction plates 21 and 22, the oil passage can be simplified, and the clutch can be surrounded to surround the cancel chamber 27. Since the pack 23 is arranged and the hub disk 14a extends along the partition wall 26 defining the cancel chamber to define the clutch pack lubricating oil passage 29 therebetween, the oil passage is simplified as described above. Even if it is attempted, the supply of the lubricating oil to the clutch pack 23 can be performed from the inner peripheral side, and the problem of poor lubrication does not occur.

FIG. 4 shows a shift control hydraulic circuit of the gear transmission mechanism shown in FIGS. Reference numeral 51 denotes a pressure source that constantly generates a predetermined line pressure P _L , and the pressure from this pressure source is manually operated.
Supply to 52. This manual valve is provided with the above-mentioned P, R, N, depending on the driving mode desired by the driver (including parking and stopping).
D, manually operated 3,2,1 range, the line pressure P _L depending on the selected range, and outputs it to the appropriate circuit 53-55 in a form shown as a manual valve port arrangement.

The circuit 53 is connected to the apply chamber 35 of the low clutch L / C via a one-way orifice 56, and the circuit 54 is connected to the first speed engine brake selection valve 57 together with the branch of the circuit 53. The valve 57 is a solenoid switching valve, and has an OFF port arrangement 57a and an ON port arrangement 57b. Output circuits 58 and 5 of valve 57
9, one of the circuits 58 is a duty solenoid valve A
_1, A _2, is connected via the A ₃ 2-speed apply chamber 2A of a band brake B / B, 3-speed fourth speed release chamber 34R, the release chamber 35a of the low clutch L / C.

The output circuits 60, 61 of the duty solenoid valves A ₂ , A ₃ are respectively connected to two inputs of a shuttle valve 62, and the output of the shuttle valve is connected to the high clutch H / C chamber 25.
Connect to The output circuit 6 of the duty solenoid valve A ₃
Reference numeral 1 further connects to the fifth-speed apply chamber 5A of the band brake B / B, and the band brake B / B is normally released, and
A when the pressure P _BB2A is supplied to A,
It is opened when the pressure _PBB34R is supplied to the 4R, and the chamber 5
A is _assumed to be established when the pressure P _BB5A is also supplied to A.
Also, the low clutch L / C is opened in ordinary state, it is fastened at supply pressure P _LCA to the chamber 35, and shall be released when supplying pressure P _LCR in the chamber 35a in this state.

The other output circuit 59 of the first-speed engine brake selection valve 57 is connected to the shuttle valve 6 via the one-range pressure reducing valve 63.
4, the shuttle valve connects the circuit 55 to the other input, and outputs the low reverse brake LR /
It connects to the room 40 of B. The circuit 55 connects on the other hand to the chamber 16 of the reverse clutch R / C.

The line pressure P from the pressure source 51_LOn the other hand,
Duty solenoid valve A by circuit 65_FourDie through
Connected to the chamber 46 of the recto clutch D / C and the valve A_FourBefore and after
Application room 49 for reduction brake RD / B respectively
And the release chamber 49a. In addition, reduction
The brake RD / B is normally released, and the pressure P
_RDBAIs supplied when the pressure is supplied.
Force P_RDBRShall be released when it is supplied.

The operation of the shift control hydraulic circuit shown in FIG. 4 will now be described. When the manual valve 52 is set to the P or N range in order to park or stop the P, N range , this valve drains all the circuits 53 to 55, and the reverse clutch R / C, the band brake B / B, the low clutch L / No pressure is supplied to any of C, high clutch H / C and low reverse brake LR / B, and all these elements are released. At this time, the rotation of the engine does not reach the intermediate shaft 3 shown in FIGS. 1 to 3, so that the output shaft 2 is stopped, thereby enabling parking and stopping. Thus, the circuit 65 always has the line pressure P _L
Which reaches the _application chamber 49 of the reduction brake RD / B as P _RDBA pressure. On the other hand, at this time, the pressure P of the duty solenoid valve A ₄ by 0% duty, the reduction brake RD / B Direct latch D / C of the chamber 46 the pressure P _RDBR to release chamber 49a
_{It is set} to 0 together with _DC , so that the direct clutch D / C is released and the reduction brake RD / B is engaged. Thus, the third planetary gear set 7 shown in FIGS.
Is coupled to the intermediate shaft in a deceleration transmission state to prepare for starting at the first speed or the reverse speed.

[0043]D, 3 ranges (1st speed) Automatic shift running or 3rd speed engine brake running
And set manual valve 52 to D or 3 range
And this valve connects line pressure P to circuit 53._LSupply. one
On the other hand, in this range, the first speed engine brake selection valve 57
It is turned off, and the port arrangement 57a
Pressure P_LSupply. One-way line pressure of circuit 53
Via the orifice 56, the low clutch L / C
P in room 35_LCASupplied as pressure. Circuit 58
Pressure is duty solenoid valve A₁, A_Two, A _ThreeLeads to
These valves all have a duty of 0% and output pressure P_BB2A,
P_BB34R, P_{LC R}, P_BB5A, P_HCTo 0. Therefore,
The low clutch L / C is engaged, but the band brake B
/ B and the high clutch H / C are left disengaged. other
, Duty solenoid A_FourIs also similar to the P and N ranges.
Maintenance brake 0% and reduction brake RD / B
And the direct clutch D / C is released for the third play.
The star gear set 7 is kept in the deceleration transmission state. From the above,
The automatic transmission can select the first speed, and can start
Exercising.

[0044] When the (second speed) becomes a traveling state to select a second speed, and supplies the P _BB2A pressure increased gradually the duty of the duty solenoid valve A ₁ to the second speed servo apply chamber 2A of a band brake B / B . As a result, the band brake B / B is additionally actuated (engaged), and the automatic transmission can select the second speed together with the engagement holding of the low clutch L / C.

(Third speed) A running state in which the third speed should be selected
When the duty solenoid valve A_TwoDuty also increased
3rd and 4th release room 3 for band brake B / B
Pressure P for 4R _BB34RSupply. This allows the band
Rake B / B is released. At the same time_{BB 34R}Is the shuttle
The pressure P is also applied to the high clutch H / C chamber 25 via the valve 62.
_HCAnd the high clutch H / C is engaged.
You. Therefore, when the band brakes B / B are released,
Of the friction element to which the high clutch H / C is engaged
, The third speed can be selected.

[0046] When the (fourth speed) becomes a traveling state to be selected fourth speed, while the duty solenoid valve A ₁ to A ₃ have the same as in the third speed, gradually increases the duty of the duty solenoid valve A ₄ raising the pressure P _DC to the pressure P _RDBR and the direct clutch D / C of the chamber 46 to release chamber 49a of the reduction brake RD / B Te. As a result, the reduction brake RD / B is released, the friction element to which the direct clutch D / C is engaged is replaced, and the third planetary gear set 7 is switched from the deceleration transmission state to the direct connection transmission state. Fourth speed can be selected. In the third range, shifting to the fourth speed and a fifth speed to be described later is not performed, and the third speed engine brake traveling is enabled.

[0047] (fifth speed) becomes a traveling state to be selected fifth speed, the pressure P _LCR also increases the duty of the duty solenoid valve A ₃ to the release chamber 35a of the low clutch L / C, also the band brake B / B 5-speed apply room 5A
_And supply the pressure _PBB5A . This allows the low clutch L /
C is released and the band brakes B / B are engaged instead, so that the fifth speed can be selected.

[0048] 2,1-range second speed engine brake running or 1-speed engine when the desired brake travel manual valve 52 2 (1) to the circuits 53 and 54 in the range of line pressure P _L. Circuit 5
The line pressure of 3 engages the low clutch L / C in the same manner as in the D and 3 ranges. On the other hand, duty solenoid valve A ₄
The duty is set to 0% in these ranges, the direct clutch D / C is released, and the reduction brake RD / B
And the third planetary gear set 7 is set in the deceleration transmission state.

If two ranges are desired, the driver sets the valve 57 to the port arrangement 57a by turning off a manual switch (not shown). Thus it is reached the line pressure duty solenoid valve A ₁ via the circuit 58, O of the valve
N, apply band brake B / B by OFF,
By releasing the gear, the second speed or the first speed can be selected as in the case of the D or 3 range. And, in this range, the duty solenoid valves A ₂ and A ₃ are kept OFF,
Shifting to the third speed or higher is prohibited, thereby enabling the second speed engine brake running.

Next, if one range is desired, the driver sets the valve 57 to the port arrangement 5 by turning on a manual switch (not shown).
7b. As a result, the line pressure of the circuit 53 is reduced to the circuit 5
9, via a pressure reducing valve 63 and a shuttle valve 64, the operating pressure P is applied to the chamber 40 of the low reverse brake LR / B.
Supplied as _{LRB to engage} this brake. on the other hand,
Since the valve 57 drains the circuit 58, the band brake B
/ B and the high clutch H / C cannot be engaged, and together with the engagement of the low clutch L / C, the engine brake running at the first speed is enabled.

When the manual valve 52 is set to the R range in order to reverse the R range , the circuits 53 and 54 are drained, and the line pressure is supplied only to the circuit 55. The drains of the circuits 53 and 54 are low clutch L / C, band brake B / B, high clutch H /
Release the forward traveling friction element of C. On the one hand, the line pressure of the circuit 55 reaches the chamber 16 of the reverse clutch R / C as its working pressure _PRC , and on the other hand, via the shuttle valve 64, the working pressure PRC of the chamber 40 of the low reverse brake LR / B.
_It is supplied as an _LRB and engages a reverse clutch R / C and a low reverse brake LR / B.

The duty solenoid valve A ₄ has a duty of 0% in this R range, releases the direct clutch D / C, engages the reduction brake RD / B, and drives the third planetary gear set 7 in the deceleration transmission state. To Therefore, a reverse gear stage is obtained, enabling reverse traveling.

[0053]

As described above, in the wet multi-plate clutch for an automatic transmission according to the present invention, the clutch pack 23 is disposed so as to surround the cancel chamber 27, and the hub disk 14a of the clutch hub 14 is canceled. A clutch lubricating fluid passage 29 is provided between the hub disk 14a and the partition 26 so as to extend along the partition 26 for chamber definition, and the working fluid passages 1a and 17a reaching the cancel chamber 27 are connected to the clutch lubricating fluid passage 29. Since the opening (17b) was made, the cancellation room 2
7 is partially branched into clutch friction plates 21 and 22.
Even if the lubricating oil is used for lubrication, the lubricating fluid between the clutch friction plates is supplied radially outward from the inner peripheral side of the clutch hub 14, and the lubricating fluid is reliably supplied to the clutch friction plates 2.
The friction plate can be supplied between the first and second friction plates to solve the problem of poor lubrication of the friction plate.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a gear transmission mechanism of an automatic transmission to which the present invention can be applied.

FIG. 2 is a cross-sectional view related to the actual configuration of the same gear transmission mechanism showing one embodiment of the present invention.

FIG. 3 is a cross-sectional view related to a substantial configuration of the same gear transmission mechanism showing one embodiment of the present invention.

FIG. 4 is a hydraulic circuit diagram showing a shift control hydraulic circuit of the gear transmission mechanism.

FIG. 5 is a sectional view showing a conventional wet multi-plate clutch for an automatic transmission.

[Explanation of symbols]

Reference Signs List 1 input shaft 2 output shaft 3 intermediate shaft 4 torque converter 5 first planetary gear set 6 second planetary gear set 7 third planetary gear set L / C low clutch B / B band brake H / C high clutch LR / B low reverse Brake RD / B Reduction brake D / C Direct clutch L / OWC Low one-way clutch 11 Transmission case 14 Clutch hub 14a Hub disk 17 Drum 17b Open hole 21 Friction plate 22 Friction plate 23 Clutch pack 24 Piston 26 Partition wall 27 Cancel room 29 Lubrication Fluid path 51 Pressure source 52 Manual valve 57 1st speed engine brake selection valve A ₁ Duty solenoid valve A ₂ Duty solenoid valve A ₃ Duty solenoid valve A ₄ Duty solenoid valve

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F16D 25/12 F16D 48/00 F16H 57/02 F16H 57/04

Claims (1)

(57) [Claims] 1. Between a clutch drum and a clutch hub,
A clutch pack in which spline-fitted friction plates are alternately arranged is interposed therebetween, and the friction plates are pressed by a hydraulically operated piston to enter a fastening state.
A wet multi-plate clutch in which a piston is provided with a partition opposite to the hydraulic pressure receiving surface of the piston and a cancel chamber for canceling the centrifugal pressure acting on the pressure receiving surface is formed between the piston and the piston. In the automatic transmission provided as an element, the clutch pack is disposed so as to surround the cancel chamber, a hub disk of the clutch hub extends along the partition, and a clutch lubricating fluid passage is provided between the hub disk and the partition. A wet multi-plate clutch for an automatic transmission, wherein a hydraulic fluid path which is set and reaches a cancel chamber is opened to the clutch lubricating fluid path.