JPS6249053A - Automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To enable increase of the number of stages as the length of a shaft is decreased, by a method wherein an output is produced to power transmission routes, responding to plural gear trains for auxiliary transmission, through a planetary gear type transmission mechanism, and an auxiliary transmission ratio is provided depending upon a difference in a ratio between the gear trains for auxiliary transmission. CONSTITUTION:With only a clutch 10 engaged, an output is transmitted through a first gear train G1 for auxiliary transmission, a first shaft 2A, and a planetary gear type transmission mechanism AT. With only a clutch 11 engaged, an output is transmitted through a second gear train G2 and the transmission mechanism AT. With only a clutch 17 engaged, an output is transmitted to a third gear train G3 for speed increase and a carrier PC1. This enables increase of the number of stages as the whole length of a shaft is decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automatic transmission for a vehicle using a planetary gear type transmission mechanism.

(Prior Art) A typical automatic transmission for a vehicle uses a planetary gear type transmission mechanism connected to an engine output shaft via a torque converter. This planetary gear type transmission mechanism is generally a three-speed transmission mechanism having two sets of planetary gears, such as a Simpson type or Ravigneau type, and a two-speed transmission mechanism is also used in light vehicles.

By the way, in recent years, automatic transmissions for vehicles have become more multi-stage, and for this reason, in order to increase the number of stages while using the conventionally used planetary gear type transmission mechanism as it is, we have developed an overdrive cap for additional gears. A mechanism has appeared in which an auxiliary planetary gear forming a gear is further interposed between a conventional torque converter and a main planetary gear type transmission mechanism of, for example, a three-speed transmission.

- On the other hand, recently there have been an increase in the number of FF cars (front engine/front drive cars) and mid-engine cars that have horizontally mounted engines. , it is required that the shaft length of automatic transmissions be made as short as possible.

From this point of view, it has been proposed that an auxiliary planetary gear for an additional gear is provided in parallel with, for example, a three-speed main planetary gear type transmission mechanism (Japanese Patent Application Laid-Open No. 1983-1999).
(See Publication No. 133852).

(Problems to be Solved by the Invention) However, as described in the above publication, if an auxiliary planetary gear is used in addition to the conventional main planetary gear type transmission mechanism, the structure of the planetary gear itself is quite large. Since this is complicated and unfavorable in terms of mechanical efficiency (power transmission efficiency), several countermeasures are desired in this respect.

In addition, recently, there has been a strong demand for multi-stage transmission through so-called sub-shifts, such as high and low gears (for example, 1st gear low, 1st gear high) for a certain gear.

Therefore, the purpose of the present invention is to reduce the axial length of an automatic transmission as much as possible, and to provide a simple C(X structure and mechanical efficiency) compared to the conventional planetary gear type transmission mechanism. By adding a pulley mechanism that is also advantageous in terms of
It is an object of the present invention to provide an automatic transmission for a vehicle in which a sub-shift function is added to the gear stages obtained by the planetary gear type transmission mechanism, thereby making it possible to further increase the number of stages.

(Means and effects for solving the problem) In order to achieve the above-mentioned object, the present invention basically provides an input connected to the engine output shaft in order to shorten the shaft length of the automatic transmission. The output shaft connected to the axle shaft is arranged parallel to the shaft, and a planetary gear type transmission mechanism is interposed on either one of the shaft and the output shaft. In addition, in order to configure multiple power transmission lines from the engine output shaft to the axle shaft, a plurality of sub-transmission gear trains with different gear ratios are configured between the input and output shafts. A switching means is provided for selecting any one of the plurality of power transmission lines configured to correspond to the plurality of sub-transmission gear trains.

The relationship between the planetary gear type transmission mechanism and the power transmission system is such that the planetary gear type transmission mechanism is located at a position of 1 δ in the power transmission system obtained by each sub-transmission gear train. Specifically, the configuration is as follows. In other words, the input shaft is connected to the engine output shaft.

an output shaft arranged parallel to the input shaft and connected to an axle shaft; a planetary gear type transmission mechanism provided on either one of the input shaft and the output shaft; and between the input shaft and the output shaft. a plurality of auxiliary transmission gear trains having different gear ratios, and a switching means for selecting a power transmission path by any one gear train among the plurality of auxiliary transmission gear trains, the plurality of auxiliary transmission gear trains comprising: Each of the plurality of power transmission lines corresponding to the auxiliary transmission gear train is set to pass through the planetary gear type transmission mechanism, and the auxiliary transmission gear train is set to pass through the planetary gear type transmission mechanism, and The configuration is such that a sub-shift is obtained depending on the difference in gear ratio between the gear trains for shifting.

With this configuration, for example, when two sets of auxiliary transmission gear trains are provided, the planetary gear type transmission mechanism is commonly located in the power transmission path of both of them, so that the auxiliary transmission gear To obtain a high/low relationship for each gear stage of the planetary gear type transmission mechanism according to the difference in gear ratio of the train, that is, high/low, for example, 1st gear low, 1st gear high, 2nd gear low, It is possible to provide multiple stages such as 2nd speed high, 3rd speed low, and 3rd speed high.

(Example) Embodiments of the present invention will be described below with reference to the accompanying drawings.

In FIG. 1 showing a first embodiment of the present invention,! Ql,!
Q2)! Q3 is the first to third axes, respectively, and these three
The two axis lines Sentence 1, Sentence 2) and Sentence 3 are arranged in such a way that they are located at the apex of the triangle at 17" when viewed from the axial direction and parallel to each other. ] On the second side is the input shaft 1, on the second sleeve line z is the output shaft 2, and roughly on the third axis 13 is a pair of left and right axle shafts 3A, 3.
B is located.

-I- An engine output shaft 5 is connected to one end of the input shaft 1 via a torque converter 4, so that the output (torque) from the engine is transferred to the input shaft 1 via the torque converter 4. is input. Further, a planetary gear type transmission mechanism AT, which will be described later, is interposed in the output @2, and in this embodiment, this planetary gear type transmission mechanism AT is a Ravigneaux type with three forward speeds. It has a two-part structure with a hollow first IliIh2A and a second shaft 2B in series, and the first shaft 2A is used as an input shaft of a planetary gear type transmission mechanism AT. On the other hand, the second shaft 2B is a planetary gear. This is the output shaft of the transmission mechanism AT.

An input side J1 and an output shaft 2 (1 includes three gear trains G1, G2, first to third) G3 are configured.

This :51 gear train G1 is used for auxiliary transmission, and is used for manual transmission.
A drive gear 6 is rotatably disposed on the drive gear 6, and one wheel is connected to the drive gear 6, and the first = Hh 2 A of the music output shaft 2 is connected to the drive gear 6.
The gear ratio is set to be low (g speed). The second gear train G2 is also used for sub-transmission, and includes a drive gear 8 rotatably provided on the input shaft l, and a driven gear meshed with the drive gear 8 and fixed to the second shaft 2B of the output l1b2. Consisting of gear 9, this 0'! ;The gear ratio of the 2-gear train G2 is set to "1". Then, in response to the human power @II, the drive gear 6 of the first gear train G1 is connected and disconnected by the clutch 1o as a switching means, and the drive gear 8 of the second gear train G2 is switched between the clutch 1o as a switching means and the clutch 1o as a switching means. 11. Further, an output gear 12 is fixed to the second output vehicle 2B of the output vehicle 2B, and this output gear 12 is also connected to a final reduction gear 13, and the rotational torque of this final reduction gear 13 is transmitted to the differential gear box. ] The power is transmitted to the left and right axle shafts 3A and 3B via four wheels.

Note that the third gear train G3 is used for speed increase with a gear ratio larger than "l", and the gear ratio is fI! It consists of two interlocking gears 15 and 16 that match, but they are not used for auxiliary transmission, but are used as a 4th gear (for overdrive) and an M star gear type transmission mechanism AT (7) with a J gap on the output shaft 2, which will be described later. The relationship 1-1 in which a part of the speed change actuator is provided to the input IkI11 is omitted.

Here, the planetary gear type transmission mechanism AT has three forward speeds with two reverse speeds, has a double structure inside and outside, and rotates within the ii axis 2A of the hollow output shaft 2. It has two intermediate shaft portions 31 and 32, a first and a second intermediate shaft portion, which extend freely. Such a planetary tooth lj type transmission mechanism AT has two planetary gears Y1 and Y2, the first and second planetary gears.
and SG2 are sun gear S, which has a diameter of 72: and is made separate from each other and has a larger diameter than planetary gear Y1.
The GI is integrated with the first intermediate shaft portion 31, and
Sun gear SG2 with a small diameter of planet m'i@Y 2
is integrated into the second intermediate shaft portion 32.

The second intermediate shaft portion 32 (small diameter sun gear 5G2) is connected to and connected to the first @2A of the output shaft 2 via the first clutch CI, and the first intermediate shaft portion 31 (large diameter sun gear SG 1) is the second club.

When the first sleeve 2A is connected to the first sleeve 2A through the
It is connected to the casing K via the brake Bl. Also, both are star gears Y1 and Y2 on the ring RGI, RG,
2 has been made common to each other (the structure is such that only the planet @ car Yl has a ring gear '/' 6), E
7'l 1 Planetary gear PGl of planetary gear Y1 is
The large diameter sun gear S61 is meshed with the common ring gear RGI (RG2), and the second one is also meshed with the planetary gear PG2 of the star gear Y2 (
[In order to clearly show the existence of the planetary three-wheel PGI and PG2, the meshing relationship between the two planetary rings is not shown in the drawing.] Note that planetary gear PG2 does not mesh with ring gear RG2.

Furthermore, both inner planetary gears Yl and Y2 planetary gear PC
The carriers Pct and PC2 of I and PO2 are made common,
These common carriers PCI and PC2 are coupled to the casing K via the above-mentioned interlocking gear 16.15 and the one-way clutch W provided on the input shaft l side, and are connected to the casing K by the second brake B2. It is interrupted by the casing K. That is, each interlocking gear 15.16 constituting the third gear train G3 is connected to the input shaft 1 or the intermediate shaft 31 (
32), and the one-way clutch W and second brake B2 act on the gear 15 on the input shaft l side. Further, in the embodiment, in order to configure the third gear train G3 as a power transmission system for fourth speed (overdrive), the gear 15 on the input shaft 1 side is connected to the input shaft l by a switching means. It is designed to be connected and disconnected by a clutch 17.

And, as mentioned above, the common ring gear RGI
(RG2) is integrated with the second shaft 2B of the output shaft 2.

In the above configuration, when only the clutch 10 is connected among the clutches 10, 11, and 17 as switching means, the rotation (torque) of the input shaft l is equal to the first
Gear train Gl (gear 6.7), first shaft 2A of output shaft 2,!
The transmission is finally transmitted to the axle shafts 3A and 3B via the star gear type transmission mechanism AT, the second shaft 2B of the output shaft 2, and the output gear 12, and is transmitted from the first gear train G1 to the planetary gear type transmission mechanism AT. The power transmission line from the first power transmission line to the output gear 12 constitutes a first power transmission line I. In this first power transmission system roadwork, the number of gears is changed according to the gear position (three gears in the embodiment) of the planetary gear type transmission mechanism AT, and each gear position is 1st low, 1st gear, low gear, 2nd gear low and 3rd gear low.

Further, the clutch 10, 11.17 as the switching means
When only the clutch 11 is connected, the rotation of the input shaft I is transmitted to the output gear 12 via the second gear train G2 (gear 8.9) for sub-transmission and the planetary gear type transmission mechanism AT.
The power transmission line passing through this second gear train G2 constitutes the second power transmission line (2). And this second power transmission line II
Also in , the gears are changed according to the number of gears of the planetary gear type transmission mechanism AT, but in this case, the gears are 1st high, 2nd high, and 3rd high. Therefore, the first gear row Gl
By alternately selecting the second gear train G2 and the second gear train G2, the gears such as 1st gear low, 1st gear high, 2nd gear low, 2nd gear high, 3rd gear low, and 3rd gear high are performed sequentially starting from the lowest gear. It will be done.

In addition, the gear positions (L speed, 2nd speed, 3rd speed) of the planetary gear type transmission mechanism AT itself and the clutch C1 as an actuator
, C2) The operational relationship between brakes Bl and B2 is summarized in the following table.

On the other hand, by connecting only the clutch 17 of the clutches 10, 11, and 17 as switching means, the rotation of the input shaft l is controlled by the third gear train G3 (gear 15.16), the common carrier P of the planetary gear type transmission mechanism AT
The power transmission path that is input to CI (PO2), transmitted from the common ring gear RGI (RG2) to the output gear 12, and passes through the third gear train G3 constitutes the third power transmission path ■ . Then, in this third power transmission line (2), a 4th speed (overdrive) gear position is obtained. Note that when this third power transmission path (■) is selected, the actuator CI of the planetary gear type transmission mechanism AT
, C2) B1. Of the brakes B2, only the first brake B1 is operated, and the rest are all released.

Although the embodiments have been described above, the present invention is not limited thereto, and includes, for example, the following cases.

(2) There may be three or more sub-transmission gear trains having different gear ratios, which correspond to gear trains G1 and G2.

(2) The planetary gear type transmission mechanism AT may be of two speeds.

Q) Instead of using the torque converter 4, it is also possible to use an electromagnetic clutch whose intermittent control is performed electronically.

■The third gear train G3 for overdrive may not be provided.

(Φ The planetary gear type transmission mechanism AT is placed on the human power shaft l side, and the clutch 10 for selecting (switching) the sub-transmission gear train Gl and G2
．． 11 may be provided on the output shaft 2 side.

(Effects of the Invention) As is clear from the above description, the present invention can use a conventional planetary gear type transmission mechanism to shorten the overall shaft length and increase the number of stages.

In addition to the above-mentioned planetary gear type transmission mechanism, multi-stage transmission is achieved by using a plurality of sub-transmission gear trains with different gear ratios between the input shaft and the output shaft, without using planetary gears. Therefore, compared to the case where this planetary gear is used separately, the structure is simpler and the mechanical efficiency is better.

Of course, the above-mentioned sub-transmission gear train for obtaining multi-stages, that is, sub-transmission, requires only an extremely short shaft length, and the number of gears (sub-shift number) can be easily changed by increasing or decreasing the shaft length.
This type of automatic transmission is extremely effective.

[Brief explanation of drawings]

The figure is a skeleton diagram showing a first embodiment of the present invention. AT: Planetary gear type transmission mechanism GL: 1st gear train G2: 2nd gear train Stand 1, Bun 2) Dan 3: Axis line input shaft to 2: Output shaft 2A: 1st axis 2B: 2nd axis 3A, 3B: Axle axis 4: Torque converter 5: Engine output shaft 10.11: Clutch (switching means) 12: Output gear 13: Final reduction gear Yl, Y2: Planetary gear SG1. SG2: Sungear RGI, RG2: Ring gear PCl, PO2: Planetary gear PCl, PO2: Blanetary carrier C1, C2: Clutch B1. B2: Brake

Claims (2)

[Claims] (1) An input shaft connected to the engine output shaft, an output shaft arranged parallel to the input shaft and connected to the axle shaft, and a planetary gear provided on either the input shaft or the output shaft. a plurality of auxiliary transmission gear trains configured between the input shaft and the output shaft and having mutually different gear ratios, and power transmission by any one gear train among the plurality of auxiliary transmission gear trains. a switching means for selecting a system, each of the plurality of power transmission lines corresponding to the plurality of sub-transmission gear trains is set to pass through the planetary gear type transmission mechanism, and the planetary gear An automatic transmission for a vehicle, characterized in that a sub-shift is obtained in response to a difference in gear ratio between the sub-transmission gear trains, with respect to a gear position obtained by a transmission mechanism. (2) The device according to claim 1, wherein the input shaft is connected to the engine output shaft via a torque converter.