JP2007085532A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a simple and compact automatic transmission with forward six positions and rearward one position. <P>SOLUTION: In the automatic transmission provided with a first or a third clutch C1-C3, a first and second brakes B1, B2, and changing over speed change positions of forward 6 positions and rearward one position, two pairs of planetary gears 20, 30 of a single pinion type are provided concentrically with an input shaft 1, reduction gears 12, 112 reducing speed of rotation of the input shaft are provided on a counter shaft 10, torque is transmitted to a rotation element of the planetary gear. A rotation element between the two pairs of planetary gears are connected by two constant connecting members 40, 41. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automatic transmission for an automobile.

  The number of stages of automatic transmissions for automobiles is increasing, and automobiles equipped with automatic transmissions having six forward speeds are also becoming popular. As the number of gears increases, the number of components of the automatic transmission tends to increase in proportion to this, and simplification of the configuration, particularly reduction of the number of planetary gears, is desired. When the gear stage is in the forward six-speed class, the number of combinations of gears and the like that can be theoretically realized is enormous. In addition, combinations that cannot be actually manufactured even if theoretically established, and those that cannot satisfy basic performances required for an automatic transmission such as shift quality, transmission efficiency, and gearing are included. Therefore, the actual situation is that it is extremely difficult to design an automatic transmission.

  For example, Patent Document 1 discloses an automatic transmission that achieves six forward speeds while reducing the number of planetary gears. In Patent Document 1, a single Ravigneaux type planetary gear is used (FIG. 3), a reduction gear is provided on the primary shaft coaxial with the input shaft to increase the reduction ratio, and a single pinion type planetary gear is provided on the secondary shaft. Two sets (FIG. 1) are disclosed.

JP-A-4-21953

  A configuration using one Ravigneaux type planetary gear is excellent in that only one planetary gear is sufficient. However, since the Ravigneaux type planetary gear uses a long pinion, its tilting amount is larger than that of a short pinion, and there is a tendency for gear noise to increase. In addition, since it has a double pinion, there are two gear meshing locations. There is a problem that the transmission efficiency is poor. Therefore, it is desirable to adopt a single pinion type planetary gear. On the other hand, in the case where two sets of single pinion type planetary gears are provided on the secondary shaft, the planetary gear, clutch, brake, and other components exist around the secondary shaft, so the housing portion of the secondary shaft of the transmission case has a large diameter. Become. For this reason, the width of the automatic transmission in the height direction becomes large and lacks in compactness, and securing the installation space at the time of mounting on an automobile becomes a problem.

  Accordingly, an object of the present invention is to provide an automatic transmission having six forward speeds and one reverse speed that is simpler and more compact.

  According to the present invention, in an automatic transmission that includes first to third clutches and first and second brakes and that switches between six forward speeds and one reverse speed, it is coaxial with the input shaft. A single pinion type first and second planetary gear, an input side gear that meshes with a gear provided on the input shaft, and a reduction gear that decelerates and outputs the rotation of the input shaft; A counter shaft provided on an axis parallel to the input shaft, a first rotating element constituting the first planetary gear, and a second rotating element constituting the second planetary gear are always connected, A first always-connected member provided with an output gear arranged coaxially with the input shaft, and a rotating element constituting the first planetary gear, wherein the input shaft is driven by the first clutch in accordance with a shift stage. Connected to A third rotating element coupled to a transmission case by the first brake according to a speed stage, and a rotating element constituting the first planetary gear, wherein a rotational force is transmitted from the reduction gear and the input shaft A fourth rotating element coupled to the gear rotating coaxially with the second clutch according to the shift speed, and coupled to the transmission case with the second brake according to the shift speed; A fifth rotating element that is connected to the gear that is rotated about the same axis as the input shaft by a rotational force transmitted from the reduction gear according to a shift stage, A sixth rotation element that constitutes the second planetary gear; and a second constant connection member that always connects either the third rotation element or the fourth rotation element. Automatic transmission, and forming a power transmission path for each gear position by the connection state any two selected from among the switch and the first and second brake is provided.

  According to this automatic transmission, the reduction gear is provided by providing the counter shaft on the counter shaft, and two sets of planetary gears are arranged coaxially with the input shaft. By arranging two sets of planetary gears on the same axis as the input shaft, the width of the automatic transmission in the height direction can be reduced compared to the case where two sets of planetary gears are arranged on the secondary shaft as in the prior art. A smaller and more compact automatic transmission can be provided.

  In addition, the rotating elements of the two sets of planetary gears are always connected by the first and second constant connection members, and a single pinion type planetary gear is adopted as the planetary gear. Therefore, basic performances required for an automatic transmission such as transmission efficiency and gear noise reduction are satisfied as compared with Ravigneaux type planetary gears. Furthermore, a relatively simple configuration of two sets of planetary gears, three clutches, and two brakes enables switching between six forward speeds and one reverse speed.

  Therefore, according to the present invention, it is possible to provide an automatic transmission with six forward speeds and one reverse speed that is simpler and more compact while satisfying the basic performance required for the automatic transmission. .

  In the present invention, the second always connecting member always connects the sixth rotating element and the third rotating element, the first rotating element is a ring gear of the first planetary gear, and the second rotating element Is a carrier of the second planetary gear, the third rotating element is a carrier of the first planetary gear, the fourth rotating element is a sun gear of the first planetary gear, and the fifth rotating element is the The second planetary gear may be a sun gear, and the sixth rotating element may be a ring gear of the second planetary gear.

  In the present invention, the second constant connection member always connects the sixth rotation element and the fourth rotation element, and the first rotation element is a ring gear of the first planetary gear, The rotating element is a carrier of the second planetary gear, the third rotating element is a carrier of the first planetary gear, the fourth rotating element is a sun gear of the first planetary gear, and the fifth rotating element Is a ring gear of the second planetary gear, and the sixth rotating element is a sun gear of the second planetary gear.

  Further, in the present invention, one of the first and second brakes is a plane that passes through the position where the input side gear is disposed and is orthogonal to the input shaft, and the position where the reduction gear is disposed and the input shaft. The structure arrange | positioned in the space between orthogonal planes is employable. According to this configuration, the automatic transmission can be further downsized.

  In the present invention, it is possible to employ a configuration in which the output gear is disposed in a space between the reduction gear and the first and second planetary gears. According to this configuration, the automatic transmission can be further downsized.

  Also, in the present invention, the input shaft passes through the first and second planetary gears and extends to a rear wall portion of the transmission case, and the first clutch is located near the rear wall portion. A configuration provided on the shaft can be employed. According to this configuration, the operation oil flow path of the first clutch can be routed from the rear wall portion, and the arrangement of the first clutch can be facilitated.

  Further, in the present invention, the first clutch is in a connected state at forward 4th to 6th speeds, the second clutch is in a connected state at forward 3rd and 5th speeds and backward, and the third clutch is forward 1 It is possible to adopt a configuration in which the first brake is connected at the first forward speed and the reverse speed, and the second brake is connected at the second forward speed and the sixth speed. According to this configuration, one of the first to third clutches and the first and second brakes is kept in a connected state, and two are in a connected state or a released state, so The shift speed is changed, the shift quality is improved, and the basic performance required for the automatic transmission can be further satisfied.

  As described above, according to the present invention, it is possible to provide an automatic transmission having six forward speeds and one reverse speed that is simpler and more compact.

<First Embodiment>
FIG. 1A is a skeleton diagram of the automatic transmission A according to the first embodiment of the present invention, and FIG. 1B is a fastening table of clutches and brakes (◯ is in a connected state). The automatic transmission A includes a primary shaft 1 that functions as an input shaft to which an output from a torque converter (not shown) is input, a counter shaft 10 and a secondary shaft 2 that are provided on an axis parallel to the primary shaft 1, Three clutches C 1 to C 3, two brakes B 1 and B 2, two single-pinion planetary gears 20 and 30 arranged coaxially with the primary shaft 1, and a transmission case 3 are provided. The primary shaft 1 extends from the rightmost input end through the planetary gears 20 and 30 to the rear wall portion 3 ′ of the transmission case 3 as viewed in FIG.

  The planetary gear 20 is composed of a plurality of rotating elements that rotate about the primary shaft 1, and includes a sun gear 21, a ring gear 22, a plurality of pinion gears 23a, 23b that mesh with both the sun gear 21 and the ring gear 22, and a plurality of pinion gears 23a. , 23b holding the carrier 24.

  The planetary gear 30 is also composed of a plurality of rotating elements that rotate about the primary shaft 1, and includes a sun gear 31, a ring gear 32, a plurality of pinion gears 33a and 33b that mesh with both the sun gear 31 and the ring gear 32, and a plurality of pinion gears 33a. , 33b holding the carrier 34.

  The counter shaft 10 includes an input side gear 11 that meshes with a gear 1b fixed to the primary shaft 1, and a reduction gear 12 that decelerates and outputs the rotation of the primary shaft 1, and the primary shaft 1 is always rotating while it is rotating. Rotate. A gear 60 meshes with the reduction gear 12. The gear 60 is disposed so as to be rotatable about the same axis as the primary shaft 1, and is always rotated while the primary shaft 1 is rotating as the rotational force is transmitted from the reduction gear 12.

  The ring gear 22 and the carrier 34 are always connected by a connecting member 40, and both rotate integrally around the primary shaft 1. The carrier 34 is always formed integrally with the connecting member 40 and is provided with an output gear 50 arranged coaxially with the primary shaft 1. Therefore, structurally, the output gear 50 is always provided on the connecting member 40. Further, the carrier 24 and the ring gear 32 are always connected by a connecting member 141, and both rotate integrally around the primary shaft 1.

  The output gear 50 always rotates about the same axis as the connecting member 40 rotates about the same axis as the primary shaft 1. The output gear 50 meshes with the gear 2a of the secondary shaft 2 to transmit the rotational force to the secondary shaft 2, and the rotational force output from the gear 2b of the secondary shaft 2 is not shown through a final gear (not shown). Is transmitted to the device. The output gear 50 is disposed in a space between the reduction gear 12 and the planetary gears 20 and 30. In the case of the present embodiment, an engine connected to the automatic transmission A is disposed on the right end side of the primary shaft 1 as viewed in FIG. Since the differential device (not shown) is positioned substantially at the middle of the overall length of the automatic transmission A and the engine, the automatic transmission A can be further downsized without increasing the length of the secondary shaft 2. .

  The clutch C1 is provided on a member 1c fixed to the primary shaft 1, and the primary shaft 1 is always connected (connected state) to the connecting member 41 (that is, the carrier 24 and the ring gear 32) or released (released state). To do. When the clutch C1 is in the connected state, the coupling member 41, the carrier 24, and the ring gear 32 are integrally rotated together with the primary shaft 1. The clutch C1 is provided on the primary shaft 1 in the vicinity of the rear wall 3 '. According to this configuration, the operation oil flow path of the clutch C1 can be routed from the rear wall 3 ', and the arrangement of the clutch C1 can be facilitated.

  The brake B1 always connects or releases the transmission case 3 and the connecting member 41 (that is, the carrier 24 and the ring gear 32). When the brake B1 is in the connected state, the connecting member 41, the carrier 24, and the ring gear 32 are not always rotated. As shown in FIG. 1B, when the shift speed is the first forward speed, the brake B1 is in a connected state. When shifting to the second forward speed, it is also possible to restrict the rotational direction of the connecting member 41 by always providing a one-way clutch to the brake B1 in order to reduce the shift shock.

The clutch C2 connects or releases the sun gear 21 and the gear 60. When the clutch C2 is in the connected state, the sun gear C2 and the gear 60 rotate integrally around the primary shaft 1. The brake B2 connects or releases the sun gear 21 and the transmission case 3. When the brake B2 is in the connected state, the sun gear 21 does not rotate. The brake B2 is a space between a plane passing through the arrangement position of the input gear 11 and orthogonal to the axial direction of the primary shaft 1 and a plane passing through the arrangement position of the reduction gear 12 and orthogonal to the axial direction of the primary shaft 1. It is arranged. According to this configuration, the brake B2 does not overhang, and in particular, the automatic transmission A can be made compact with respect to the length of the primary shaft 1 in the axial direction.
The clutch C3 connects or releases the gear 60 and the sun gear 31. When the clutch C3 is in the connected state, the sun gear 31 and the gear 60 rotate together around the primary shaft 1.

  In the automatic transmission A having such a configuration, as shown in FIG. 1B, any two elements selected from the five elements of the clutches C1 to C3 and the brakes B1 and B2 are connected. A power transmission path can be formed for each of the six forward speeds and the first reverse speed. In addition, the forward six-stage switching can be performed by keeping one element in a connected state and switching two elements in a connected state or a released state, improving the shift quality and the basic requirement for an automatic transmission. Satisfactory performance.

  FIG. 3A is a speed diagram of the automatic transmission A. FIG. The left side of the figure shows the speed ratio between the primary shaft 1 and the gear 60, and the right side of the figure shows the speed ratio of each member of the planetary gears 20 and 30. The vertical axis shows the rotational speed ratio (speed ratio) of each component when the rotational frequency of the primary shaft 1 is 1, and the speed ratio of the configuration that is always connected or the configuration that is mutually connected by the clutch is the same, The speed ratio of the configuration in which the brake is connected to the transmission case 3 is zero.

  Of the horizontal axis, the point indicating the speed ratio of the gear 60 indicates the speed ratio decelerated by the gear 1b and the gear 11 and the gear 12 and the gear 60 (that is, the speed ratio decelerated via the counter shaft 10). It is set on a line connecting an imaginary point O and a point where the rotational speed of the primary shaft 1 is 1. The coordinates on the horizontal axis of each configuration of the planetary gears 20 and 30 are the same for the configuration that is always connected and the configuration that is connected to each other by the clutch. From the left side of FIG. (Ring gear 22 and carrier 34), always connecting member 41 (carrier 24 and ring gear 32), and sun gear 21 are set in this order.

  The distance between the coordinates on the horizontal axis is such that the positions of the sun gears (21, 31) and the ring gears (22, 32) in the planetary gears 20 and 30 are the sun gear (21 , 31) and the reciprocal ratio of the number of teeth of the ring gear (22, 32). That is, in the planetary gear 30, the distance between the sun gear 31 and the constant connection member 40 (carrier 34) and the distance between the constant connection member 40 (carrier 34) and the ring gear 32 are the reciprocal of the number of teeth of the sun gear 31 and the number of teeth of the ring gear 32. It is set to be the ratio of the reciprocal of. In the planetary gear 20, the interval between the constant connection member 40 (ring gear 22) and the constant connection member 41 (carrier 24) and the interval between the constant connection member 41 (carrier 24) and the sun gear 21 are the reciprocals of the number of teeth of the ring gear 22. And the ratio of the reciprocal of the number of teeth of the sun gear 21 is set.

  In this way, the coordinates of the vertical axis and the horizontal axis are set, and a straight line passing through the speed ratio of each component determined according to the connection and disengagement state (FIG. 1 (b)) of the clutch and brake of each gear is drawn. Thus, a speed diagram at each gear stage is obtained. In FIG. 3 (a), lines L1 to L6 and line LR indicate speed diagrams at the respective shift speeds, and □ plots because the constantly connecting member 40 is connected to the output gear 50 coaxial with the primary shaft 1. Numbers 1 through 6 indicate the speed ratio of the output member on the same axis as the primary shaft 1 in the forward speed, and R indicates the reverse speed.

  For example, at the first forward speed, when the clutch C3 is in the connected state, the sun gear 31 connected to the gear 60 is an input to the planetary gear 30, and when the brake B1 is in the connected state, the speed ratio of the ring gear 32 is 0. Thus, the velocity diagram of the planetary gear 30 is represented as a line L1. In the first forward speed, the planetary gear 20 is an idling element that does not participate in power transmission. However, since the planetary gear 30 is always restrained by the connecting members 40 and 41, the speed diagram of the planetary gear 20 is also the same as the line L1. .

  Further, at the forward sixth speed, the carrier 24 coupled to the primary shaft 1 becomes an input in the planetary gear 20 by setting the clutch C1 in the connected state, and the speed ratio of the sun gear 21 is 0 by setting the brake B2 in the connected state. Thus, the velocity diagram of the planetary gear 20 is represented as a line L6. At the sixth forward speed, the planetary gear 30 is an idle element that does not participate in power transmission. However, since the planetary gear 20 is always restrained by the connecting members 40 and 41, the speed diagram of the planetary gear 30 is also the same as the line L6. .

  From FIG. 3 (a), although there is a gear stage in which the speed ratio of the idling element is relatively high, since the speed ratio of the configuration involved in power transmission is small, the problems of lubricity and cooling due to heat generation are small and reliable. It can be seen that the structure is advantageous in terms of sex.

  According to the automatic transmission A of the present embodiment, the reduction gear 12 is provided on the counter shaft 10 to increase the reduction ratio, and two sets of planetary gears 20 and 30 are arranged coaxially with the primary shaft 1 that is the input shaft. Is done. By providing two sets of planetary gears 20 and 30 on the same axis as the primary shaft 1, the automatic transmission A has a higher height than when two sets of planetary gears are provided on the secondary shaft as in the prior art. The width in the vertical direction can be reduced, and a more compact automatic transmission can be provided.

  In addition, the rotating elements of the two sets of planetary gears are always connected by the two always connecting members 40 and 41, and a single pinion type planetary gear is adopted as the planetary gear. Therefore, basic performances required for an automatic transmission such as transmission efficiency and gear noise reduction are satisfied as compared with Ravigneaux type planetary gears. Furthermore, a relatively simple configuration of two sets of planetary gears, three clutches, and two brakes enables switching between six forward speeds and one reverse speed.

  Accordingly, it is possible to provide a 6-speed forward and 1-speed automatic transmission that is simpler and more compact while satisfying the basic performance required for the automatic transmission. Further, the capacity of each of the clutches C1 to C3 is relatively small.

Second Embodiment
FIG. 2A is a skeleton diagram of an automatic transmission B according to the second embodiment of the present invention, and FIG. 2B is a fastening table of clutches and brakes (◯ is in a connected state). The automatic transmission B includes a primary shaft 101 that functions as an input shaft to which an output from a torque converter (not shown) is input, a counter shaft 110 and a secondary shaft 102 that are provided on an axis parallel to the primary shaft 101, Three clutches C101 to C103, two brakes B101 and B102, two single-pinion type planetary gears 120 and 130 arranged coaxially with the primary shaft 101, and a transmission case 103 are provided. The primary shaft 101 extends from the input end on the right end as viewed in FIG. 2A through the planetary gears 120 and 130 to the rear wall portion 103 ′ of the transmission case 103.

  The planetary gear 120 includes a plurality of rotating elements that rotate about the primary shaft 101, and includes a sun gear 121, a ring gear 122, a plurality of pinion gears 123a and 123b that mesh with both the sun gear 121 and the ring gear 122, and a plurality of pinion gears 123a. , 123b, and a carrier 124 that holds 123b.

  The planetary gear 130 is also composed of a plurality of rotating elements that rotate about the primary shaft 101, and includes a sun gear 131, a ring gear 132, a plurality of pinion gears 133a and 133b that mesh with both the sun gear 131 and the ring gear 132, and a plurality of pinion gears 133a. , And a carrier 134 that holds 133b.

  The counter shaft 110 includes an input side gear 111 that meshes with a gear 101b fixed to the primary shaft 101, and a reduction gear 112 that decelerates and outputs the rotation of the primary shaft 101. Rotate. A gear 160 is engaged with the reduction gear 112. The gear 160 is disposed so as to be rotatable about the same axis as the primary shaft 1, and is always rotated while the primary shaft 101 is rotated by the rotational force transmitted from the reduction gear 112.

  The ring gear 122 and the carrier 134 are always connected by a connecting member 140, and both rotate together around the primary shaft 101 as a unit. The constant connection member 140 is provided with an output gear 150 disposed coaxially with the primary shaft 101. The sun gear 121 and the sun gear 131 are always connected by the always connecting member 141, and both rotate integrally around the primary shaft 101.

  The output gear 150 always rotates about the same axis when the connecting member 140 rotates about the same axis as the primary shaft 101. The output gear 150 meshes with the gear 102a of the secondary shaft 102, and rotational force is transmitted to the secondary shaft 102. The rotational force output from the gear 102b of the secondary shaft 102 is not shown through a final gear (not shown). Is transmitted to the device. The output gear 150 is disposed in a space between the reduction gear 112 and the planetary gears 120 and 130. In the case of this embodiment, the engine connected to the automatic transmission B is disposed on the right end side of the primary shaft 101 as viewed in FIG. Since the differential device (not shown) is positioned approximately at the middle of the overall length of the automatic transmission B and the engine, the automatic transmission B can be further downsized without increasing the length of the secondary shaft 102. .

  The clutch C101 is provided on a member 101c fixed to the primary shaft 101, and connects (connects) or releases (releases) the primary shaft 101 and the carrier 124. When the clutch C101 is in the connected state, the carrier 124 rotates together with the primary shaft 101. The clutch C101 is provided on the primary shaft 101 in the vicinity of the rear wall 103 '. According to this configuration, the operation oil flow path of the clutch C101 can be routed from the rear wall 103 ', and the arrangement of the clutch C101 can be facilitated.

  The brake B101 connects or releases the transmission case 103 and the carrier 124. When the brake B101 is in the connected state, the carrier 124 does not rotate. Note that, as shown in FIG. 2B, when the shift speed is the first forward speed, the brake B101 is in a connected state. When shifting to the second forward speed, a one-way clutch can be added to the brake B101 to limit the rotation direction of the carrier 124 in order to reduce shift shock.

  Clutch C102 always connects or disengages gear 160 and connecting member 141 (that is, sun gears 121 and 131). When the clutch C102 is in the connected state, the gear 160, the constant coupling member 141, and the sun gears 121 and 131 rotate integrally around the primary shaft 1. The brake B102 always connects or releases the transmission case 103 and the connecting member 141 (that is, the sun gears 121 and 131). When the brake B102 is in the connected state, the connecting member 141 and the sun gears 121 and 131 are not always rotated.

  The brake B102 is a space between a plane that passes through the arrangement position of the input side gear 111 and is orthogonal to the axial direction of the primary shaft 101, and a plane that passes through the arrangement position of the reduction gear 112 and is orthogonal to the axial direction of the primary shaft 101. It is arranged. According to this configuration, the brake B102 does not overhang, and the automatic transmission B can be made compact in particular with respect to the axial length of the primary shaft 101.

  The clutch C103 connects or releases the gear 160 and the ring gear 132. When the clutch C103 is in the connected state, the gear 160 and the ring gear 132 rotate together around the primary shaft 101.

  In the automatic transmission B having such a configuration, as shown in FIG. 2B, any two elements selected from the five elements of the clutches C101 to C103 and the brakes B101 and B102 are brought into a connected state. A power transmission path can be formed for each of the six forward speeds and the first reverse speed. In addition, the forward six-stage switching can be performed by keeping one element in a connected state and switching two elements in a connected state or a released state, improving the shift quality and the basic requirement for an automatic transmission. Satisfactory performance.

  FIG. 3B is a speed diagram of the automatic transmission B, which is configured in the same manner as the speed diagram of the automatic transmission A shown in FIG. Indicates the speed ratio of the primary shaft 101 and the gear 160, and the right side of the figure shows the speed ratio of each component of the planetary gears 120 and 130. The vertical axis shows the rotational speed ratio (speed ratio) of each configuration when the rotational speed of the primary shaft 101 is 1, and the speed ratio of the configuration that is always connected or the configuration that is mutually connected by the clutch is the same, The speed ratio of the configuration in which the brake is connected to the transmission case 103 is zero.

  Of the horizontal axis, the point indicating the speed ratio of the gear 160 indicates the speed ratio decelerated by the gear 101b and the gear 111 and the gear 112 and the gear 160 (that is, the speed ratio decelerated via the counter shaft 110). It is set on a line connecting an imaginary point O and a point where the rotation speed of the primary shaft 101 is 1. The coordinate on the horizontal axis of each configuration of the planetary gears 120 and 130 is the same for a configuration that is always connected or a configuration that is connected to each other by a clutch. From the left side of FIG. (Ring gear 122 and carrier 134), carrier 124, and always connecting member 141 (sun gear 121 and sun gear 131) are set in this order.

  The distance between the coordinates on the horizontal axis is as follows. In the planetary gears 120 and 130, the positions of the sun gears (121, 131) and the ring gears (122, 132) are centered on the carrier (124, 134). 131) and the reciprocal ratio of the number of teeth of the ring gears (122, 132). That is, in the planetary gear 130, the interval between the ring gear 132 and the constant connection member 140 (carrier 134) and the interval between the constant connection member 140 (carrier 134) and the constant connection member 141 (sun gear 131) are the reciprocals of the number of teeth of the ring gear 132. And the ratio of the reciprocal of the number of teeth of the sun gear 131. In the planetary gear 120, the interval between the constant connection member 140 (ring gear 122) and the carrier 124 and the interval between the carrier 124 and the constant connection member 141 (sun gear 121) are the reciprocal of the number of teeth of the ring gear 122 and the number of teeth of the sun gear 121. It is set to be the ratio of the reciprocal of.

  In this way, the coordinates of the vertical axis and the horizontal axis are set, and a straight line passing through the speed ratio of each component determined according to the connection and disengagement state (FIG. 2 (b)) of the clutch and brake of each shift stage is drawn. Thus, a speed diagram at each gear stage is obtained. In FIG. 3 (b), lines L101 to L106 and line L10R show speed diagrams at the respective shift speeds, and the □ plot is obtained because the constantly connecting member 140 is connected to the output gear 150 coaxial with the primary shaft 101. Numbers 1 through 6 indicate the speed ratio of the output member on the same axis as the primary shaft 101, and R indicates the speed of the sixth forward speed, and R indicates the reverse speed.

  For example, in the second forward speed, the ring gear 132 connected to the gear 160 becomes an input in the planetary gear 130 by setting the clutch C103 in the connected state, and the speed ratio of the sun gear 131 is 0 by setting the brake B102 in the connected state. Thus, the velocity diagram of the planetary gear 130 is represented as a line L102. In the second forward speed, the planetary gear 120 is an idle element that does not participate in power transmission. However, since the planetary gear 130 is always restrained by the connecting members 140 and 141, the speed diagram of the planetary gear 120 is also the same as the line L102. .

  Further, at the sixth forward speed, when the clutch C101 is in the connected state, the carrier 124 coupled to the primary shaft 101 becomes an input in the planetary gear 120, and when the brake B102 is in the connected state, the speed ratio of the sun gear 121 is 0. Thus, the velocity diagram of the planetary gear 120 is represented as a line L106. In the sixth forward speed, the planetary gear 130 is an idle element that does not participate in power transmission. However, since the planetary gear 120 is always constrained by the connecting members 140 and 141, the speed diagram of the planetary gear 130 is also the same as the line L106. .

  From FIG. 3 (b), although there is a gear stage in which the speed ratio of the idling element is relatively high, since the speed ratio of the configuration involved in power transmission is small, the problem of lubricity and cooling due to heat generation is small and reliable. It can be seen that the structure is advantageous in terms of sex.

  According to the automatic transmission B of the present embodiment, the reduction gear 112 is provided on the counter shaft 110 to increase the reduction ratio, and two sets of planetary gears 120 and 130 are arranged coaxially with the primary shaft 101 that is the input shaft. Is done. By providing two sets of planetary gears 120 and 130 on the same axis as the primary shaft 101, the automatic transmission B can be made higher than in the conventional case where two sets of planetary gears are provided on the secondary shaft. The width in the vertical direction can be reduced, and a more compact automatic transmission can be provided.

  Further, the two planetary gear rotating elements are always connected by the two always connecting members 140 and 141, and a single pinion type planetary gear is adopted as the planetary gear. Therefore, basic performances required for an automatic transmission such as transmission efficiency and gear noise reduction are satisfied as compared with Ravigneaux type planetary gears. Furthermore, a relatively simple configuration of two sets of planetary gears, three clutches, and two brakes enables switching between six forward speeds and one reverse speed.

  Accordingly, it is possible to provide a 6-speed forward and 1-speed automatic transmission that is simpler and more compact while satisfying the basic performance required for the automatic transmission. Further, the capacity of each of the clutches C101 to C103 is relatively small.

(A) is a skeleton diagram of the automatic transmission A according to the first embodiment of the present invention, and (b) is an engagement table of clutches and brakes. (A) is a skeleton figure of the automatic transmission B which concerns on 2nd Embodiment of this invention, (b) is a fastening table | surface of a clutch and a brake. (A) is a speed diagram of the automatic transmission A, (b) is a speed diagram of the automatic transmission B.

Explanation of symbols

A, B Automatic transmission B1, B2, B101, B102 Brake C1-C3, C101-C103 Clutch 10, 110 Countershaft 12, 112 Reduction gear 20, 30, 120, 130 Planetary gear 40, 41, 140, 141 Always connected member

Claims (7)

In an automatic transmission that includes first to third clutches, first and second brakes, and that switches between six forward speeds and one reverse speed.
A single pinion type first and second planetary gear disposed coaxially with the input shaft;
An input side gear that meshes with a gear provided on the input shaft; and a reduction gear that reduces and outputs rotation of the input shaft; and a counter shaft provided on an axis parallel to the input shaft;
A first rotating element that constitutes the first planetary gear and a second rotating element that constitutes the second planetary gear are always connected to each other, and an output gear disposed coaxially with the input shaft is provided. A continuous connection member;
A rotating element constituting the first planetary gear, which is connected to the input shaft by the first clutch according to the shift speed, and is connected to the transmission case by the first brake according to the shift speed. A third rotating element;
A rotating element that constitutes the first planetary gear, wherein a rotational force is transmitted from the reduction gear, and a gear that rotates about the same axis as the input shaft is coupled by the second clutch according to a shift stage; A fourth rotating element coupled to the transmission case by the second brake according to a gear position;
A rotating element constituting the second planetary gear, wherein a rotating force is transmitted from the reduction gear, and the fifth rotating element is connected to the gear rotating about the same axis as the input shaft in accordance with a shift stage. When,
A sixth rotating element that constitutes the second planetary gear, and a second always-connected member that always connects either the third rotating element or the fourth rotating element;
With
An automatic transmission characterized in that a power transmission path of each gear stage is formed by connecting any two selected from the first to third clutches and the first and second brakes. Machine. The second always connecting member always connects the sixth rotating element and the third rotating element,
The first rotating element is a ring gear of the first planetary gear;
The second rotating element is a carrier of the second planetary gear;
The third rotating element is a carrier of the first planetary gear;
The fourth rotating element is a sun gear of the first planetary gear;
The fifth rotating element is a sun gear of the second planetary gear;
The automatic transmission according to claim 1, wherein the sixth rotation element is a ring gear of the second planetary gear. The second always connecting member always connects the sixth rotating element and the fourth rotating element,
The first rotating element is a ring gear of the first planetary gear;
The second rotating element is a carrier of the second planetary gear;
The third rotating element is a carrier of the first planetary gear;
The fourth rotating element is a sun gear of the first planetary gear;
The fifth rotating element is a ring gear of the second planetary gear;
The automatic transmission according to claim 1, wherein the sixth rotation element is a sun gear of the second planetary gear.   One of the first and second brakes is between a plane that passes through the input gear and is orthogonal to the input shaft, and a plane that passes through the reduction gear and is orthogonal to the input shaft. The automatic transmission according to claim 1, wherein the automatic transmission is disposed in a space.   The automatic transmission according to any one of claims 1 to 4, wherein the output gear is disposed in a space between the reduction gear and the first and second planetary gears.   The input shaft passes through the first and second planetary gears and extends to a rear wall portion of the transmission case, and the first clutch is provided on the input shaft in the vicinity of the rear wall portion. The automatic transmission according to any one of claims 1 to 5, wherein: The first clutch is in a connected state at the fourth to sixth forward speeds,
The second clutch is in a connected state at the time of forward 3rd and 5th speed and reverse,
The third clutch is in a connected state at the first to fourth forward speeds,
The first brake is connected at the first forward speed and reverse,
The automatic transmission according to any one of claims 1 to 6, wherein the second brake is in a connected state at the second forward speed and the sixth speed.

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