JP2000274498A - Transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly set a gear ratio of retreat without increasing a pinion rotating speed by specifying a combination of five frictionally engaging elements by planetary gears of three rows. SOLUTION: At the first speed, a sun gear S1 is locked by a brake element B3, output of a ring gear R1 is transmitted to a shaft element J4, and an element J2 is locked by an element B2 to decelerate an element J3. At the second speed, the gear S1 is locked by the element B3, and an element J1 is locked by an element B1 to decelerate the element J3. At the third speed, the gear S1 is locked by the element B3, and an element C1 is engaged to decelerate the element J3. At the fourth speed, the gear S1 is locked by the element B3, and an element C2 is engaged to decelerate the element J3. At the fifth speed, torque is transmitted to the elements J1, 2 by engaging the elements C1, 2 to be integrally rotated together with a shaft 11. At the sixth speed, torque is transmitted to the element J2 by engaging the element C2, and the element J1 is locked by an element B1 to increase a speed of the element J3. At the retreat, torque is transmitted to the element J1 by engaging the element C1, and the element J2 is locked by the element B2 to inversely rotate the element J3.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission, and more particularly to a transmission used for an automatic transmission of an automobile.

[0002]

2. Description of the Related Art A conventional transmission is disclosed in, for example,
There is a technique disclosed in JP-A-323381. In this publication, three planetary gear units are arranged in series, and each planetary gear unit uses one ring gear, carrier, and sun gear. A transmission that can switch between six forward gears and one reverse gear through five engagement elements (two clutches and three brakes) driven by external force using these gears is disclosed. ing.

[0003]

Here, since commercial vehicles such as trucks tend to increase the vehicle weight relative to the engine torque due to the loaded load, a transmission having a large driving torque for the output shaft is employed. Is preferred. However, the transmission disclosed in the above publication has six forward gears, but underdrive is from first gear to fourth gear, and fifth and sixth gears are overdrive. Therefore, when the above-described transmission is adopted in a commercial vehicle,
5th and 6th speeds, which are overdrives, have a low drive torque, so the 5th and 6th speeds are used less frequently, and are not suitable for practical use in commercial vehicles. There is.

Further, the transmission disclosed in the above publication has a structure in which the reverse gear ratio increases if the pinion rotation speed is not increased when the shift speed is the fifth speed or the sixth speed. However, there is also a problem that the degree of freedom in design is low.

In order to solve the above-mentioned problems, the present invention uses three rows of planetary gears and five frictional engagement elements, and the first to fifth speeds are underdrive, the sixth speed is overdrive, and It is a technical object of the present invention to provide a forward six-speed transmission capable of optimally designing the reverse gear ratio without increasing the pinion rotational speed when the speed is a high speed such as a fifth speed or a sixth speed. And

[0006]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a first aspect of the present invention provides an input shaft, an output shaft, a first row of double pinion planetary gears having a carrier connected to an input shaft, and a second row. And the third row of single pinion planetary gear carriers are connected to the third row of single pinion planetary gear carriers and the third row of single pinion planetary gear sun gears are connected to the second row of single pinion planetary gear carriers. A first shaft element connected to the sun gear of the pinion planetary gear; a second shaft element connected to the carrier of the second row of single pinion planetary gears; and a third shaft connected to the ring gear of the third row of single pinion planetary gears. Shaft element and the ring gear and the second row single pinion planetary gear And a fourth shaft element connected to a ring gear of the first row of double pinion planetary gears, and a planetary gear unit having a third shaft element connected to the output shaft; and a carrier of the first row of double pinion planetary gears. A first friction clutch element C for selectively connecting a first shaft element of the planetary gear unit
1, a second friction clutch element C2 for selectively connecting the carrier of the first row of double pinion planetary gears and the second shaft element of the planetary gear unit, and selectively selecting the first shaft element of the planetary gear unit. And a second frictional element for selectively fixing the second shaft element of the planetary gear unit.
For selectively fixing the friction brake element B2 of the first embodiment and the sun gear of the double pinion planetary gear of the first row.
And a friction brake element B3.

According to the transmission of the first aspect, three friction engagement elements (friction clutch elements C) are provided by three rows of planetary gears.
1, C2 and the friction brake elements B1, B2, B3) can be switched to form a 6-speed underdrive in the 1st to 5th speed, a 6-speed overdrive forward 6-speed, and a reverse 1-speed transmission. When this transmission is used in a vehicle having a relatively small engine torque compared to the vehicle weight, the first to fifth speeds of the transmission are underdrive. The vehicle can be driven normally without any restriction, and when the gear is 5
A six-speed forward and one-speed reverse transmission that can appropriately design the reverse gear ratio without increasing the pinion rotation speed at the sixth speed or the sixth speed can be configured. Further, since the first to fifth gears are crossed, it is possible to reduce shift shock.

In order to solve the above-mentioned problem, an invention according to a second aspect includes a first row of double pinion planetary gears in which an input shaft, an output shaft, and a sun gear are always fixed and a carrier is connected to the input shaft, and a second row. And the third row of single pinion planetary gear carriers are connected to the third row of single pinion planetary gear carriers and the third row of single pinion planetary gear sun gears are connected to the second row of single pinion planetary gear carriers. A first shaft element connected to the sun gear of the pinion planetary gear, a second shaft element connected to the carrier of the second row of single pinion planetary gears,
A third shaft element connected to the ring gear of the third row of single pinion planetary gears; and a fourth shaft element connected to the ring gear of the second row of single pinion planetary gears. A planetary gear unit connected to the output shaft; a first friction clutch element C1 for selectively connecting a carrier of the first row of double pinion planetary gears and a first shaft element of the planetary gear unit; A second friction clutch element C for selectively connecting the carrier of the pinion planetary gear and the second shaft element of the planetary gear unit;
2, a third friction clutch element C3 for selectively connecting the ring gear of the first row of double pinion planetary gears and the fourth shaft element of the planetary gear unit, and selectively selecting the first shaft element of the planetary gear unit. And a second friction brake element B2 for selectively fixing the second shaft element of the planetary gear unit.

According to a second aspect of the present invention, the first to fifth speeds are changed by switching five friction engagement elements (friction clutch elements C1, C2, C0, and friction brake elements B1, B2) with three rows of planetary gears. The underdrive, 6th speed can form a 6-speed overdrive forward 1-speed reverse transmission, and the reverse gear can be used without increasing the pinion speed when the shift speed is 5th or 6th. A transmission with six forward speeds and one reverse speed can be configured so that the ratio can be appropriately designed. Further, according to the second aspect, the provision of the third friction clutch element C3 makes it possible to separate the torque of the input shaft from the planetary gear unit, thereby suppressing the high speed rotation of the pinion gear in the planetary gear unit without load. Thus, the gear noise can be reduced and the durability of the gear can be improved. Further, since the first to fifth gears are crossed, it is also possible to reduce shift shock.

[0010]

Embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is used for an automatic transmission for an automobile will be described.

FIG. 1 is a schematic diagram showing a gear train of an automatic transmission 10 according to a first embodiment of the present invention.
The automatic transmission 10 is disposed in the housing 1, and outputs the output of the engine (not shown) to the transmission 10 through the shearing force of the viscous medium. The output from the torque converter 2 advances in accordance with the switching of the friction engagement element. The speed is switched between the sixth speed and the first reverse speed, and output to an axle not shown.

The transmission 10 has an input shaft 11 as an output shaft of the torque converter 2, an output shaft 12 connected to the axle via a differential (not shown), and a carrier PC1 connected to the input shaft 11. One row of double pinion planetary gears G1 (hereinafter, referred to as first planetary gears G1)
And the second row of single pinion planetary gears (hereinafter referred to as
The carrier PC2 of the second planetary gear G2) is connected to the carrier PC3 of the third row single pinion planetary gear (hereinafter, referred to as the third planetary gear G3), and the sun gear S2 of the second planetary gear G2 and the sun gear of the third planetary gear G3. S3 and the second
A first shaft element J1 connected to a sun gear S2 of a planetary gear G2, and a carrier PC of a second planetary gear G2;
2 and a third shaft element J3 connected to the ring gear R3 of the third planetary gear G3.
And a fourth shaft element J4 connected to the ring gear R2 of the second planetary gear G2 and the ring gear R1 of the first planetary gear G1, and a planetary gear unit G23 in which the third shaft element J3 is connected to the output shaft 12.
A first friction clutch element C1 for selectively connecting the carrier PC1 of the first planetary gear G1 and the first shaft element J1 of the planetary gear unit G23, and a second of the carrier PC1 of the first planetary gear G1 and the planetary gear unit G23. The second element for selectively connecting the shaft element J2 of
Frictional clutch element C2 and planetary gear unit G
A first frictional brake element B1 for selectively fixing the first shaft element J1 of the second 23; a second frictional brake element B2 for selectively fixing the second shaft element J2 of the planetary gear unit G23; Sun gear S1 of planetary gear G1
And a third friction brake element B3 for selectively fixing

In the first planetary gear G1, ρ1 = number of teeth of the sun gear S1 / number of teeth of the ring gear R1 = 0.46, and in the second planetary gear G2, ρ2 = number of teeth of the sun gear S2 / number of teeth of the ring gear R2 = 0.6. , In the third planetary gear G3, ρ3 = number of teeth of the sun gear S3 / ring gear R3
Is 0.32.

Table 1 shows the combinations of the engagement elements and the gear ratios in the first embodiment.

[0015]

[Table 1]

In Table 1, .largecircle. Indicates an engaged state, and a blank indicates an open state.

A description will now be given of the switching of the shift speeds in Table 1. In the first speed, the output of the ring gear R1 in which the torque of the input shaft 11 is increased by locking the sun gear S1 by the third friction brake element B3 is transmitted to the fourth shaft element J4, and the second friction brake element B2 At the second axis element J
By locking the rotation of the second shaft, the third shaft element is rotated at a reduced speed to form the first speed.

In the second speed, the output of the ring gear R1 in which the torque of the input shaft 11 is increased by locking the sun gear S1 by the third friction brake element B3 is transmitted to the fourth shaft element J4, and the first friction By locking the rotation of the first shaft element J1 at the brake element B1, the third shaft element J3 is rotated at a reduced speed to form the second speed.

At the third speed, the sun gear S1 is locked by the third friction brake element B3 to increase the torque of the input shaft 11, and the output of the ring gear R1 is transmitted to the fourth shaft element J4 and the first friction By engaging the clutch element C1 and inputting the torque of the input shaft 11 to the first shaft element J1, the third shaft element J3 is rotated at a reduced speed to form the third speed.

In the fourth speed, the output of the ring gear R1 in which the torque of the input shaft 11 is increased by locking the sun gear S1 by the third friction brake element B3 is transmitted to the fourth shaft element J4, and the second friction By engaging the clutch element C2 and inputting the torque of the input shaft 11 to the second shaft element J2, the third shaft element J3 is rotated at a reduced speed to form the fourth speed.

In the fifth speed, the first friction clutch element C1 and the second friction clutch element C2 are engaged to apply the torque of the input shaft 11 to the first shaft element J1 and the second shaft element J2 of the planetary gear unit G23. , The planetary gear unit G23 rotates integrally with the input shaft 11,
Form speed.

At the sixth speed, the second friction clutch element C2 is engaged to transmit the torque of the input shaft 11 to the second shaft element J2, and the first friction brake element B1 is used to drive the first shaft element J2. By locking the rotation of J1, the third shaft element J3 is rotated at an increased speed, and a sixth speed, which is an overdrive, is formed.

In reverse, the first friction clutch element C1 is engaged to transmit the torque of the input shaft 11 to the first shaft element J1, and the second friction element B2 is used to transmit the torque of the input shaft 11 to the first shaft element J1. By locking the rotation of the third shaft element J
3 is rotated in reverse to form reverse.

By switching the respective friction engagement elements as described above, the first to fifth gears are undershifted by three rows of planetary gears G1, G2, G3 and five friction engagement elements C1, C2, B1, B2, B3. The transmission 10 having six forward speeds and six reverse speeds, in which the drive and the sixth speed are overdrive, can be configured. Further, the transmission 10 can appropriately design the reverse gear ratio without increasing the pinion rotation speed when the gear is 5th or 6th.

Next, a description will be given of a transmission 20 according to a second embodiment of the present invention. FIG. 2 is a schematic diagram showing a gear train of the automatic transmission 20 according to the second embodiment.

The transmission 20 of the second embodiment is different from the transmission 10 of the first embodiment in that the friction brake element B3 for selectively fixing the sun gear S1 of the first planetary gear G1 is eliminated. The sun gear S1 is always fixed to the housing 1 with the first planetary gear G
1 in that a third friction clutch element C3 for selectively connecting the first carrier PC1 and the second shaft element J2 of the planetary gear unit G23 is provided. , The same components are denoted by the same reference numerals.

Table 2 shows the combinations of the engaging elements and the gear ratios in the second embodiment.

[0028]

[Table 2]

In Table 2, .largecircle. Indicates an engaged state, and a blank indicates an open state.

A description will now be given of the switching of the shift speeds in Table 2. In the first speed, the output of the ring gear R1 in which the torque of the input shaft 11 has been increased by engaging the third friction clutch element C3 is transmitted to the fourth shaft element J4, and the second friction brake element B2 is used. By locking the rotation of the second shaft element J2, the third shaft element is rotated at a reduced speed to form the first speed.

In the second speed, the output of the ring gear R1 in which the torque of the input shaft 11 is increased by engaging the third friction clutch element C3 is transmitted to the fourth shaft element J4, and the first friction brake element First axis element J1 at B1
By stopping the rotation of the third shaft element J3, the third shaft element J3 is rotated at a reduced speed to form the second speed.

In the third speed, the output of the ring gear R1 in which the torque of the input shaft 11 is increased by engaging the third friction clutch element C3 is transmitted to the fourth shaft element J4, and the first friction clutch element C3 is engaged. Engage C1 and input shaft 11
Is input to the first shaft element J1, the third shaft element J3 is rotated at a reduced speed to form the third speed.

In the fourth speed, the output of the ring gear R1 in which the torque of the input shaft 11 is increased by engaging the third friction clutch element C3 is transmitted to the fourth shaft element J4, and the second friction clutch element Engage C2 and input shaft 11
Is input to the second shaft element J2, the third shaft element J3 is rotated at a reduced speed, and the fourth speed is formed.

In the fifth speed, the first friction clutch element C1 and the second friction clutch element C2 are engaged to apply the torque of the input shaft 11 to the first shaft element J1 and the second shaft element J2 of the planetary gear unit G23. , The planetary gear unit G23 rotates integrally with the input shaft 11,
Form speed.

At the sixth speed, the second friction clutch element C2 is engaged to transmit the torque of the input shaft 11 to the second shaft element J2, and the first friction brake element B1 is used to transmit the first shaft element. By locking the rotation of J1, the third shaft element J3 is rotated at an increased speed, and a sixth speed, which is an overdrive, is formed.

In reverse, the first friction clutch element C1 is engaged to transmit the torque of the input shaft 11 to the first shaft element J1, and the second friction element B2 is used to transmit the torque of the input shaft 11 to the first shaft element J1. Locking the rotation of the third shaft element J3
Are reversed and form a reverse.

By switching the respective friction engagement elements as described above, the first to fifth gears are undershifted by three rows of planetary gears G1, G2, G3 and five friction engagement elements C1, C2, C0, B1, B2. The transmission 20 with six forward speeds and one reverse speed with overdrive being the sixth speed can be configured. Further, the transmission 10 can appropriately design the reverse gear ratio without increasing the pinion rotation speed when the gear is 5th or 6th.

Further, by using the third friction clutch element C3, the carrier PC1 and the second shaft element J2 can be separated from each other when no load is applied to the second shaft element J2. It is possible to prevent the pinion gear in G23 from rotating at high speed and without load. Thus, gear noise can be reduced and the durability of the gear can be improved.

Although the embodiment of the present invention has been described above, the present invention is not intended to be limited to the above-described embodiment, and any form of transmission that conforms to the gist of the present invention can be used. It may be.

[0040]

According to the transmission of the first aspect, three frictional engagement elements (friction clutch elements C1, C2 and friction brake elements B1, B2, B3) are switched by the three rows of planetary gears, and the first to fifth speeds are selected. The transmission can be configured with six forward speeds and six reverse speeds with an underdrive and six speeds with an overdrive. When this transmission is used in a vehicle having a relatively small engine torque compared to the vehicle weight, the first to fifth speeds of the transmission are underdrive. Can be normally driven without restriction, and the reverse gear ratio can be appropriately designed without increasing the pinion rotation speed when the shift speed is the fifth speed or the sixth speed. A transmission with six forward speeds and one reverse speed can be configured.
Further, since the first to fifth gears are crossed, it is possible to reduce shift shock.

According to the second aspect of the present invention, the first to fifth gears are switched by switching the five friction engagement elements (friction clutch elements C1, C2, C0, and friction brake elements B1, B2) with three rows of planetary gears. The underdrive and the sixth speed can constitute an overdrive forward six-speed and reverse one-speed transmission, and the reverse gear can be provided without increasing the pinion rotation speed when the shift speed is the fifth or sixth speed. A transmission with six forward speeds and one reverse speed can be configured so that the ratio can be appropriately designed. According to the second aspect, the provision of the third friction clutch element C3 enables the torque of the input shaft to be separated from the planetary gear unit, thereby suppressing the high speed rotation of the pinion gear in the planetary gear unit without load. Thus, the gear noise can be reduced and the durability of the gear can be improved. Further, since the first to fifth gears are crossed, it is also possible to reduce shift shock.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of a transmission according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram of a transmission according to a second embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Housing 2 ... Torque converter 10, 20 ... Transmission 11 ... Input shaft 12 ... Output shaft G1 ... Double pinion planetary gear of the 1st row G2 ... 2nd row Single pinion planetary gear G3: third row single pinion planetary gear G23: planetary gear unit S1, S2, S3: sun gear R1, R2, R3: ring gear PC1, PC2, PC3: carrier C0, C1 , C2: friction clutch element B1, B2, B3: friction brake element J1, J2, J3, J4: shaft element

Claims (2)

[Claims] An input shaft, an output shaft, a first row of double pinion planetary gears having a carrier connected to the input shaft, a second row of single pinion planetary gear carriers, and a third row of single pinion planetary gear carriers. And a first shaft element connected to the sun gear of the second row of single pinion planetary gears, connecting the sun gear of the second row of single pinion planetary gears and the sun gear of the third row of single pinion planetary gears. A second shaft element connected to the carrier of the second row of single pinion planetary gears, a third shaft element connected to the ring gear of the third row of single pinion planetary gears, and the second row of single pinions Ring gear of planetary gear and double pinion of the first row A planetary gear unit comprising: a fourth shaft element connected to a ring gear of a planetary gear; and a third shaft element connected to the output shaft; a carrier of the first row of double pinion planetary gears; and the planetary gear unit. Friction clutch element C1 for selectively coupling the first shaft element to the first shaft element
And a second friction clutch element C2 for selectively connecting the carrier of the first row of double pinion planetary gears and the second shaft element of the planetary gear unit.
A first friction brake element B1 for selectively fixing the first shaft element of the planetary gear unit; and a second friction brake element B1 for selectively fixing the second shaft element of the planetary gear unit. A friction brake element B2, and a third friction brake element B3 for selectively fixing the sun gear of the first row of double pinion planetary gears.
And a transmission comprising: 2. An input shaft, an output shaft, a sun gear always fixed and a carrier connected to the input shaft, a first row of double pinion planetary gears, a second row of single pinion planetary gear carriers, and a third row of carrier. A single pinion planetary gear carrier is connected to the second row single pinion planetary gear sun gear and the third row single pinion planetary gear sun gear is connected to the second row single pinion planetary gear sun gear. A first shaft element, a second shaft element connected to a carrier of the second row of single pinion planetary gears, a third shaft element connected to a ring gear of the third row of single pinion planetary gears, 2nd row single pinion planetary gear ring gear A planetary gear unit having a fourth shaft element connected to the output shaft and the third shaft element connected to the output shaft; and a carrier of the first row of double pinion planetary gears and a first of the planetary gear units. Friction clutch element C1 for selectively connecting the shaft element
And a second friction clutch element C2 for selectively connecting the carrier of the first row of double pinion planetary gears and the second shaft element of the planetary gear unit.
And a third friction clutch element C3 for selectively connecting the ring gear of the first row of double pinion planetary gears and the fourth shaft element of the planetary gear unit.
A first friction brake element B1 for selectively fixing the first shaft element of the planetary gear unit; and a second friction brake element B1 for selectively fixing the second shaft element of the planetary gear unit. A transmission comprising: a friction brake element B2;