JP2007138978A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission superior in a mounting characteristic to a vehicle by simplifying a shaft structure and a bearing structure. <P>SOLUTION: This automatic transmission is composed of an input shaft 1, an output shaft 4, a counter shaft 2 arranged in parallel to the input shaft 1, a center shaft 3 coaxially arranged with the input shaft 1, a shaft engaging means CS capable of engaging and disengaging the input shaft 1 with and from the input side of the center shaft 3 and a planetary gear train 40 arranged on the output side of the center shaft 3. A sun gear 41, a carrier 44 and a ring gear 45 of the planetary gear train 40 can coaxially rotate with the center shaft 3. One of the sun gear 41 and the carrier 44 is connected to the output side of the center shaft 3, and is connected to a center shaft side driven gear 16 for constituting a center shaft side gear train GC for transmitting motive power of the counter shaft 2 and the center shaft 3 to the other of the sun gear 41 and the carrier 44, and the output shaft 4 is connected to the ring gear 45. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automatic transmission having a planetary gear train.

  Conventionally, a vehicle that requires a large driving force is configured to include a transmission that includes a sub-transmission provided on the output shaft of a main transmission to switch between a low speed stage and a high speed stage as necessary. Vehicle is known. Further, as another transmission, there is known a transmission configured to be able to set a large number of shift stages by reducing the number of engagement elements by combining a parallel shaft transmission with a planetary gear train (for example, , See Patent Document 1). These transmissions are provided in a power transmission device that transmits the driving force of the engine to the wheels.

JP 2005-14719 A

  Conventionally, as shown in Patent Document 1, in order to realize a multi-stage speed change by combining a planetary gear train with a parallel shaft type transmission, a large number of gears are supported by, for example, making the counter shaft a double structure. It is configured. For this reason, in the transmission of Patent Document 1, the degree of freedom in setting the transmission ratio is high, and the entire transmission can be downsized, but the structure may be complicated.

  Moreover, in a parallel shaft type transmission, it is necessary to receive the gear torque reaction force generated by the meshing of the gears provided on the parallel shaft with the shaft, and in order to put it to practical use, securing the strength of the shaft bearing structure is an issue. It has become. In particular, the bearing structure for supporting the shaft connected to the planetary gear train is preferably configured so that such a reaction force does not act greatly on the planetary gear train side, and at the same time increases the complexity and size. A structure that does not invite is required.

  By the way, in the FR type vehicle, the power transmission device often has a layout in which the connection portion at the input shaft end and the connection portion at the output shaft end of the transmission are coaxially positioned. However, in the transmission shown in Patent Document 1, the input shaft and the output shaft are not coaxial, and there is a problem in the mountability to the FR type vehicle laid out as described above.

  In view of such a problem, the present invention is an automatic transmission configured by combining a parallel shaft transmission and a planetary gear train. It is an object of the present invention to provide an automatic transmission that is good in quality.

  To achieve the above object, an automatic transmission according to the first aspect of the present invention includes an input shaft and an output shaft, a counter shaft provided in parallel to the input shaft, and a center shaft provided coaxially with the input shaft. An input shaft side drive gear provided on the input shaft and an input shaft side driven gear provided on the counter shaft and meshed with the input shaft side drive gear, and transmits the rotation of the input shaft to the counter shaft. A center shaft side drive gear provided on the counter shaft and a center shaft side driven gear provided on the center shaft and meshed with the center shaft side drive gear, and transmits the rotation of the counter shaft to the center shaft. And input shaft side gear engaging means for allowing the input shaft side drive gear to be engaged with and disengaging from the input shaft, and center shaft side gear engaging means for allowing the center shaft side driven gear to be engaged and disengaged with the center shaft, It is composed of a shaft engaging means that allows the force shaft and the input side of the center shaft to be engaged and disengaged, and a planetary gear train provided on the output side of the center shaft. The planetary gear train is coaxial with the center shaft. A sun gear that is freely rotatable, a pinion that meshes with the sun gear, a carrier that supports the pinion and that is rotatable coaxially with the sun gear, and a gear that meshes with the pinion and is rotatable coaxially with the sun gear. Ring gear. A brake that can connect the output side of the center shaft to one of the sun gear and the carrier, connect the driven shaft on the center shaft side to the other of the sun gear and the carrier, connect the output shaft to the ring gear, and fix and hold one of the sun gear and the carrier. Means are provided.

  An automatic transmission according to a second aspect of the present invention includes an input shaft and an output shaft, a counter shaft provided in parallel to the input shaft, a center shaft provided coaxially with the input shaft, and an input shaft The input shaft side drive gear provided on the counter shaft and the input shaft side driven gear provided on the counter shaft and meshed with the input shaft side drive gear, the input shaft side gear train for transmitting the rotation of the input shaft to the counter shaft, and the counter shaft A center shaft side drive gear provided on the center shaft, a center shaft side driven gear provided on the center shaft and meshed with the center shaft side drive gear, a center shaft side gear train for transmitting the rotation of the counter shaft to the center shaft, and an input shaft Input shaft side gear engaging means for allowing the side drive gear to be engaged with and disengaging from the input shaft, center shaft side gear engaging means for allowing the center shaft side driven gear to be engaged and disengaged with the center axis, input shaft and center It is composed of shaft engaging means that can be engaged with and disengaged from the input side of the shaft, and a planetary gear train provided on the output side of the center shaft. The planetary gear train is provided so as to be rotatable coaxially with the center shaft A first pinion engaged with the first sun gear, a second pinion coupled to the first pinion and rotatable integrally with the first pinion, and a first pinion supporting the first and second pinions. The carrier is configured to rotate coaxially with the sun gear, and the second sun gear meshed with the second pinion and rotated coaxially with the first sun gear. The center shaft output side is connected to the first sun gear, the center shaft side driven gear is connected to the carrier, the output shaft is connected to the second sun gear, and the first sun gear is fixed and held. .

  In the automatic transmissions according to the first and second aspects of the present invention, the counter shaft is provided in line with the input shaft side gear train, and the counter shaft is in the opposite direction with respect to when power is transmitted by the input shaft side gear train. It is preferable to provide a reverse mechanism having a reverse gear train that rotates and transmits the rotation of the input shaft to the counter shaft. Further, the center shaft-side driven gear and the planetary gear train are connected via a connecting portion provided on the center shaft, and a bearing member that rotatably supports the connecting portion is provided, and this bearing member is attached to the casing of the transmission. It is preferable to hold.

  In the automatic transmission according to the first aspect of the present invention configured as described above, a center shaft is provided coaxially with the input shaft, and one of the sun gear and the carrier of the planetary gear train is connected via the center shaft and the shaft engaging means. Are connected to the input shaft, and the other is connected to the counter shaft via a center shaft driven gear. Note that the rotation of the input shaft is shifted and transmitted to the counter shaft by the power transmission of the input shaft side gear train. Thus, like a transmission having a conventional planetary gear train, a transmission capable of setting a large number of shift ranges can be configured with a small number of friction engagement elements. In addition, since the rotation of the input shaft can be directly input to the planetary gear train via the center shaft 3, it is not necessary to make the counter shaft a multiple structure, and the shaft structure can be simplified. Further, the output shaft is connected to a ring gear having a rotation shaft coaxially with the center shaft, and the input shaft and the output shaft of the transmission can be arranged coaxially. Therefore, the mounting property to the FR type vehicle can be improved.

  Also in the automatic transmission according to the second aspect of the present invention, similarly to the automatic transmission according to the first aspect of the present invention, a transmission capable of setting a multi-speed range can be configured compactly, and the shaft configuration of the transmission Can be simplified, and mounting on an FR type vehicle can be improved.

  Further, the reverse gear can be set in the automatic transmission by providing the reverse mechanism. Further, by holding a bearing member supporting a portion connecting the center shaft side driven gear and the planetary gear train in the transmission casing, the gear torque reaction force from the center shaft side gear train is received by the transmission casing. be able to. Therefore, this reaction force does not act on the planetary gear train, and the strength of the planetary gear train and the bearing member can be ensured without increasing the size and complexity, resulting in a reduction in size and weight of the automatic transmission. Figured.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. The right side (engine side) in FIGS. 1 and 2 may be referred to as an input side or upstream side, and the left side (drive wheel side) may be referred to as an output side or downstream side. FIG. 1 shows a power transmission device 10 equipped with an automatic transmission TM according to the present invention. This power transmission device 10 is mounted on, for example, an FR type vehicle.

  The power transmission device 10 includes an engine 5 disposed in front of a vehicle, an automatic transmission TM in which an input shaft 1 is connected to an output shaft 5a of the engine 5 via a torque converter 6, and an output shaft of the automatic transmission TM. 4 to which the driving force from the engine 5 is shifted by the automatic transmission TM, and is divided into the left and right accelerator shafts 8 and 8 by the differential mechanism 7 so that the left and right driving wheels (rear) Wheel) 9, 9. In an FR type vehicle, as shown in FIG. 1, the power transmission device 10 is often configured with a layout in which the input shaft connecting portion and the output shaft connecting portion of the transmission are positioned coaxially extending in the longitudinal direction of the vehicle. The

  The automatic transmission TM is accommodated in an internal space of a casing 20 formed by assembling a plurality of case members, and is configured by a parallel shaft type transmission PTM, an output side planetary gear train RPG, and a reverse mechanism RV. . In addition, lubricating oil is stored in the bottom of the casing 20.

  The parallel shaft type transmission PTM includes an input shaft 1 that rotates at a predetermined rotational speed Ne in a predetermined direction by a driving force from the engine 5, a counter shaft 2 that is provided in parallel with the input shaft 1, and a coaxial shaft with the input shaft 1. A center shaft 3 provided, an input shaft side gear train GM that transmits the rotation of the input shaft 1 to the counter shaft 2 by transmission, and a center shaft side gear train that transmits the rotation of the counter shaft 2 to the center shaft 3 by transmission. GC and the output shaft 4 to which the rotation of the input shaft 1 is shifted and transmitted. Further, the parallel shaft type transmission PTM has an input shaft side gear engaging element CM that allows the drive gear of the input shaft side gear train GM to be engaged and disengaged with respect to the input shaft 1, and a driven gear of the center shaft side gear train GC is centered. Friction engaging elements such as a center shaft side gear engaging element CC that can be engaged / disengaged with respect to the shaft 3 and a shaft engaging element CS that allows the input shaft 1 and the center shaft 3 provided on the same axis to be engaged / disengaged. It is configured with.

  The output-side planetary gear train RPG is interposed between the center shaft 3 and the output shaft 4, and a forward brake BF is connected as a friction engagement element that fixes and holds components such as a carrier. The reverse mechanism RV is configured to have a reverse gear train GR that transmits the rotation of the input shaft 1 to the counter shaft 2, and the first reverse mechanism RV1 is set with respect to when the forward speed is set. The rotation of the counter shaft 2 is reversed. The reverse mechanism RV is appropriately provided with engagement elements such as a reverse brake BR and a selector mechanism S as a mechanism for reversing the rotation of the counter shaft 2.

  The automatic transmission TM is provided with a shift control device (not shown) configured to perform shift control. The shift control device is configured to control the operation of each of the above-described engagement elements in accordance with the vehicle state. The shift range is set. The automatic transmission TM shifts the rotation of the input shaft 1 according to the shift range set by the shift control device and rotates the output shaft 4.

  Next, the automatic transmission TM1 of the first configuration example will be described with reference to FIGS. As shown in FIG. 2, the automatic transmission TM1 of the first configuration example includes a parallel shaft type transmission PTM, a first output planetary gear train 40, and a first reverse mechanism RV1.

  The casing 20 of the first configuration example has a structure including three partition walls 21 to 23 that partition the internal space into four in the assembled state. A reverse chamber 20 a is formed on the upstream side of the upstream partition wall 21, a first parallel shaft chamber 20 b is formed between the upstream partition wall 21 and the central partition wall 22, and a first parallel shaft chamber 20 b is formed between the central partition wall 22 and the downstream partition wall 23. Two parallel axis chambers 20 c are formed, and a planetary chamber 20 d is formed on the downstream side of the downstream partition wall 23. The reverse chamber 20a houses the first reverse mechanism RV1, the first parallel shaft chamber 20b houses the components on the input shaft 1 side of the parallel shaft transmission PTM, and the second parallel shaft chamber 20c has a parallel shaft. The component on the center shaft 3 side of the transmission PTM is accommodated, and the first output planetary gear train 40 and the forward brake BF are accommodated in the planetary chamber 20d.

  The input shaft 1 is provided so as to extend inside the reverse chamber 20a and the first parallel shaft chamber 20b, and is rotatably supported by a first bearing 81 held by the holding portion 21a of the upstream partition wall 21. . The counter shaft 2 is provided so as to extend inside the reverse chamber 20a, the first parallel shaft chamber 20b, and the second parallel shaft chamber 20c, and is held by a holding portion 21b held by the upstream partition wall 21. The bearing 82, the third bearing 83 held by the holding portion 22b of the central partition wall 22, and the fourth bearing 84 held by the holding portion of the downstream partition wall 23 are rotatably supported. Each of the holding portions 21a, 21b, 22b, and 23b is formed to protrude from the partition walls 21 to 23 in a cylindrical shape, and holds and holds a bearing inside the cylinder. The center shaft 3 is provided so as to extend inside the second parallel shaft chamber 20c and the planetary chamber 20d.

  The counter shaft 2 forms a parallel shaft together with the input shaft 1 inside the reverse chamber 20a and the first parallel shaft chamber 20b, and forms a parallel shaft together with the center shaft 3 inside the second parallel shaft chamber 20c. Further, the counter shaft 2 is disposed below the input shaft 1 in the internal space of the casing 20 as shown in FIG. 3, and faces the oil surface OL of the lubricating oil. Of the gears supported by the counter shaft 2, a large-diameter gear (for example, the first driven gear 12) that may come into contact with the oil is provided with a cover 29 so that the oil is not lifted and friction is generated. ing.

The input shaft side transmission gear train GM is composed of first and second gear trains G1, G2, and the center shaft side gear train GC is composed of a third gear train G3. The gear ratios r _G1 , r _G2 , r _G3 set for the gear trains _{G1 to G3} are respectively obtained by dividing the number of teeth of the driven gear by the number of teeth of the drive gear. Here, the gear ratios r _G1 and r _G3 of the first and third gear trains G1 and G3 are set to be larger than 1, and the first and third gear trains G1 and G3 function as reduction gear trains. The gear ratio r _G2 of the second gear train G2 is set to be smaller than 1, and the second gear train G2 functions as a speed increasing gear train. The second gear train gear ratio r _G2 and the third value obtained by multiplying the gear ratio r _G3 of the gear train G3 of _G2 (r G2 × r _G3) is set to be smaller than 1.

The first gear train G1 is engaged with the first drive gear 11 provided on the input shaft 1 so as to be relatively rotatable, and is coupled to the counter shaft 2 so as to rotate integrally with the counter shaft 2. The first driven gear 12 is configured. The first drive gear 11 is configured to be freely engaged with and disengaged from the input shaft 1 by a first clutch C1 provided on the input shaft 1. Therefore, when the first clutch C1 is engaged, the counter shaft 2 is decelerated to the rotational speed (Ne × 1 / r _G1 ) corresponding to the gear ratio r _G1 of the first gear train G1 with respect to the input shaft 1. It rotates in the opposite direction of the shaft 1.

The second gear train G2 is engaged with the second drive gear 13 provided on the input shaft 1 so as to be relatively rotatable, and is connected to the counter shaft 2 so as to rotate together with the counter shaft 2. Second driven gear 14. The second drive gear 13 is configured to be engageable / disengageable with respect to the input shaft 1 by a second clutch C <b> 2 provided on the input shaft 1. Therefore, when the second clutch C2 is engaged, the counter shaft 2 is _accelerated to the rotational speed (Ne × 1 / r _G2 ) corresponding to the gear ratio r _G2 of the second gear train G2 with respect to the input shaft 1. It rotates in the opposite direction of the input shaft 1.

  Here, the output side of the input shaft 1 and the input side of the center shaft 3 can be engaged and disengaged by a third clutch C3 provided on the input shaft 1. Therefore, when the third clutch C3 is engaged, the rotation of the input shaft 1 is transmitted to the center shaft 3 as it is, and the center shaft 3 rotates integrally with the input shaft 1.

The third gear train G3 is connected to the counter shaft 2 so as to be rotatable integrally with the counter shaft 2, and is engaged with the third drive gear 15 so as to be relatively rotatable on the center shaft 3. And a third driven gear 16. The third driven gear 16 is configured to be engageable / disengageable with respect to the center shaft 3 by a fourth clutch C4 provided on the center shaft 3. For this reason, when the fourth clutch C4 is engaged, the center shaft 3 rotates at a rotational speed (Nc × 1 / r) corresponding to the gear ratio r _G3 of the third gear train G3 with respect to the rotation of the counter shaft 2 (Nc). _G3 ) decelerates and rotates in the opposite direction of counter shaft 2.

  Thus, the first and second clutches C1 and C2 constitute the input shaft side gear engaging element CM, the third clutch C3 constitutes the shaft engaging element CS, and the fourth clutch C4 constitutes the center shaft side gear engaging element. A joint element CC is constructed. The first to fourth clutches C1 to C4 are provided on the input shaft 1 or the center shaft 3 so as to be arranged on the same axis. The first to fourth clutches C <b> 1 to C <b> 4 are wet clutches, and lubricating oil is supplied through an oil passage formed in the shaft center of the input shaft 1 and the center shaft 3. When the shafts 1 and 3 rotate, the oil supplied to the clutches C1 to C4 is pushed outward in the radial direction by centrifugal force and discharged to the outside of the clutch guide.

The first output-side planetary gear train 40 includes a sun gear 41 that can rotate around a rotation shaft located on the center shaft 3, a first pinion 42 that meshes with the sun gear 41 and revolves around the sun gear 41 while rotating. The second pinion 43 meshing with the first pinion 42 and revolving while rotating together with the first pinion 42, and the first and second pinions 42 and 43 are rotatably held via the needle bearings and the sun gear 41 is rotated. A carrier 44 that revolves at the same speed as the first and second pinions 42 and 43 around a rotation axis that is coaxial with the shaft, and an inner tooth that meshes with the second pinion 43 and the rotation axis of the sun gear 41 It has a three-axis double pinion structure that includes a ring gear 45 that can rotate around a rotation axis that is positioned on the same axis. The first output planetary gear train 40 is set with a predetermined gear ratio r _RPG obtained by dividing the number of teeth of the ring gear 45 by the number of teeth of the sun gear 41.

  The sun gear 41 is connected to the third driven gear 16 via a connecting portion 72 and can rotate integrally with the third driven gear 16 on the center shaft 3. The connecting portion 72 is rotatable relative to the center shaft 3 and extends inside the second parallel shaft chamber 20c and the planetary chamber 20d. The connecting portion 72 is provided on the holding portion 23a of the downstream partition wall 23. The seventh bearing 87 that is held is rotatably supported. The holding portion 23a is formed in a cylindrical shape and protrudes from the downstream partition wall 23 so as to extend toward both the chambers 20c and 20d. The seventh bearing 87 is accommodated and held inside the cylinder. Further, the movement of the connecting portion 72 in the state supported by the seventh bearing 87 in this way is restricted in the axial direction.

  The carrier 44 has an output side end of the center shaft 3 connected to a rotation shaft, and can rotate integrally with the center shaft 3. Therefore, when the third clutch C <b> 3 is engaged, the rotation of the input shaft 1 is directly transmitted to the carrier 44 via the center shaft 3. The carrier 44 is connected to the forward brake BF attached to the inside of the planetary chamber 20d, and is fixedly held when the forward brake BF is engaged.

  The forward brake BF is a wet brake attached along the downstream partition wall 23 in the planetary chamber 20d, and the first output planetary gear train 40 is connected to the forward brake BF attached in this way. Thus, it is disposed at a position offset to the downstream side in the axial direction. Here, if the forward brake BF is attached to the outside of the ring gear 45, the planetary chamber 20d is increased in size, and there is a possibility that the mountability of the automatic transmission TM1 on the vehicle is deteriorated. Furthermore, the forward brake BF itself, which is a wet brake, is increased in size, and there is a possibility that the viscous resistance increases and the output loss is reduced. From such a viewpoint, the forward brake BF and the first output planetary gear train 40 are arranged in such a layout.

  The ring gear 45 is connected to the output shaft 4 extending downstream from the rotation shaft. As described above, the automatic transmission TM1 includes the first output planetary gear train 40 having a three-axis structure in which the center shaft 3 is provided coaxially with the input shaft 1 and each rotation shaft is coaxial with the center shaft 3. The output shaft is connected to the rotation shaft of one element of the first output-side planetary gear train 40 (that is, the rotation shaft of the ring gear 45). For this reason, the input shaft 1 and the output shaft 4 are coaxially arranged.

  The first reverse mechanism RV1 includes an input shaft 1, a counter shaft 2, a first reverse gear train GR1, an input-side planetary gear train 30, and a reverse brake BR.

The first reverse gear train GR1 is provided so as to be aligned with the first gear train G1, and is rotatably supported by a fifth bearing 85 attached to the outside of the first bearing 81 so that the first reverse gear train GR1 is relatively positioned on the input shaft 1. A reverse drive gear 17 that is rotatably provided and a reverse drive gear 18 that meshes with the reverse drive gear 17 and is connected to the counter shaft 2 and can rotate integrally with the counter shaft 2. _{Is shifted} according to the set gear ratio r _GR1 and transmitted to the reverse driven gear 18. The gear ratio r _GR1 is obtained by dividing the number of teeth of the reverse driven gear 18 by the number of teeth of the reverse drive gear 17. Further, the fifth bearing 85 is fitted and held outside the cylinder of the holding portion 21a of the upstream partition 21.

The input-side planetary gear train 30 includes a sun gear 31 that is connected to the rotation shaft and rotates together with the input shaft 1, a pinion 32 that meshes with the sun gear 31 and revolves around the sun gear 31, and a pinion A carrier 33 that revolves around the same rotation axis as the sun gear 31 and rotates at the same speed as the pinion 32 and an internal tooth that meshes with the pinion 32 and rotates around the same rotation axis as the sun gear 31. And a three-pin single pinion structure including a ring gear 34. In addition, a predetermined gear ratio r _FPG obtained by dividing the number of teeth of the ring gear 34 by the number of teeth of the sun gear 31 is set in the input-side planetary gear train 30.

  The carrier 33 is connected to a reverse brake BR mounted inside the reverse chamber 20a, and is fixedly held when the reverse brake BR is engaged. The ring gear 34 and the reverse drive gear 17 are connected via an arm 71, and both the gears 17 and 34 rotate integrally. The reverse brake BR is a wet brake.

In the first reverse mechanism RV1, the sun gear 31 rotates in the same direction as the input shaft 1 at the rotational speed (Ne) of the input shaft 1. When the reverse brake BR is engaged, the carrier 33 is fixedly held, and the ring gear 34 rotates in the reverse direction of the sun gear 31. At this time, the ring gear 34 is decelerated to a rotational speed (Ne × 1 / r _FPG ) corresponding to the gear ratio r _FPG of the input planetary gear train 30 with respect to the sun gear 31 and rotates integrally with the reverse drive gear 17. The reverse driven gear 18 is shifted to the reverse drive gear 17 at a rotational speed (Ne × 1 / r _FPG × 1 / r _GR1 ) corresponding to the gear ratio r _GR1 of the first reverse gear train GR 1. Rotate in the opposite direction. Therefore, the counter shaft 2 rotates in the same direction as the input shaft 1 at the same rotational speed as the reverse driven gear 18. Hereinafter, the gear ratio r _FPG upstream planetary gear train 30, the value obtained by multiplying a gear ratio r _GR1 of the first reverse gear GR1 the (r _FPG × r _GR1), the gear ratio of the first reverse mechanism RV1 Let rRV. The gear ratio rRV may be 1 is set larger than is preferably set, for example, the gear ratio r _G1 and equivalence of the first gear train G1.

  In the automatic transmission TM1 configured as described above, the shift control device performs control to selectively engage the friction engagement elements C1 to C4, BF, BR as shown in FIG. (UL, 1st-6th) and reverse 2 speed (UR, R) can be set. 4 indicates that the frictional engagement element is in an engaged state. Each shift range is set by engaging two friction engagement elements. Further, in the shift between the adjacent shift ranges in the forward gear, one of the two friction engagement elements is kept engaged, and the other one is released to engage another friction engagement element. It is comprised so that it may carry out together. For this reason, gear shifting can be performed smoothly.

  Further, the shift control device provided in the automatic transmission TM1 transmits the driving force required for acceleration to the drive wheels 9 and 9 when the accelerator pedal is greatly depressed during forward traveling. It is configured to control to shift to the low speed side by two ranges. As shown in the figure, between two speed ranges (ie, between the 6th speed range and the 4th speed range, between the 5th speed range and the 3rd speed range, between the 4th speed range and the 2nd speed range, between the 3rd speed range and the 1st speed range) ), The speed can be changed by keeping one frictional engagement element engaged, releasing the remaining one and engaging another frictional engagement element. For this reason, acceleration can be performed smoothly.

FIG. 5 shows a velocity diagram of the first output planetary gear train 40. The three vertical axes indicate the rotational speed N of the sun gear 41 (S), the ring gear 45 (R), and the carrier 44 (C) constituting the first output-side planetary gear train 40 from the left side. The ratio of the distance between the axis of the sun gear and the axis of the carrier and the distance between the axis of the ring gear and the axis of the carrier is r _RPG : 1. In addition, the rotational speed N is positive in the direction of rotation of the input shaft 1, and the vehicle moves forward when the output shaft 4 rotates in the positive direction, that is, when the ring gear 45 rotates in the positive direction. Hereinafter, each shift range will be described with reference to FIGS. 4 and 5.

The first speed range (1st) is set by engaging the first clutch C1 and the forward brake BF. At this time, the counter shaft 2 is decelerated with respect to the input shaft 1 by the first gear train G1 and rotates in the opposite direction to the input shaft 1, and the third driven gear 16 is decelerated with respect to the counter shaft 2 by the third gear train G3. Therefore, the sun gear 41 rotates with respect to the input shaft 1 in accordance with the gear ratios r _G1 and r _G3 of the first and third gear trains G1 and G3 (Ne × 1 / r _G1 × 1 / r _G3 ) to rotate in the positive direction. This rotational speed is lower than the rotational speed Ne of the input shaft 1. On the other hand, the carrier 44 is fixed and held by the engagement of the forward brake BF and does not rotate. Accordingly, the ring gear 45 rotates in the positive direction at a rotational speed N ₁ that is an intersection of the straight line L ₁ connecting the two points and the vertical axis indicating the rotational speed of the ring gear 45.

The second speed range (2nd) is set when the forward brake BF is released from the state of the first speed range and the fourth clutch C4 is engaged. As a result, the sun gear 41 rotates in the positive direction at the same rotation speed (Ne × 1 / r _G1 × 1 / r _G3 ) as in the first speed range. On the other hand, since the center shaft 3 rotates integrally with the third driven gear 16 by the engagement of the fourth clutch C4, the carrier 44 has the same rotational speed (Ne × 1 / r _G1 × 1 / r _G3 ) as the sun gear 41 in the forward direction. Rotate. Accordingly, the ring gear 45 rotates in the positive direction at a rotational speed N ₂ (= Ne × 1 / r _G1 × 1 / r _G3 ) that is the intersection of the straight line L ₂ connecting the two points and the vertical axis.

The third speed range (3rd) is set when the fourth clutch C4 is released and the third clutch C3 is engaged from the state of the second speed range. As a result, the sun gear 41 rotates in the positive direction at the same rotation speed (Ne × 1 / r _G1 × 1 / r _G3 ) as in the second speed range. On the other hand, since the center shaft 3 rotates integrally with the input shaft 1 by the engagement of the third clutch C3, the carrier 44 rotates in the forward direction at the same rotational speed Ne as the input shaft 1. Therefore, the ring gear 45 rotates in the positive direction at the rotation speed N ₃ that is the intersection of the straight line L ₃ connecting the two points and the vertical axis.

The fourth speed range (4th) is set by releasing the first clutch C1 and engaging the third clutch C3 from the state of the third speed range. Thereby, the center shaft 3 rotates integrally with the input shaft 1, and the third driven gear 16 rotates integrally with the center shaft 3. Accordingly, both the sun gear 41 and the carrier 44 rotate in the positive direction at the rotational speed Ne of the input shaft 1, and the ring gear 45 rotates at the rotational speed N ₄ (= the intersection of the straight line L ₄ connecting the two points and the vertical axis. Ne) rotates in the positive direction. That is, in this automatic transmission TM1, the rotational speeds of the input shaft 1 and the output shaft 4 are equal in the 4-speed range.

The fifth speed range (5th) is set by releasing the fourth clutch C4 and engaging the second clutch C2 from the state of the fourth speed range. At this time, the counter shaft 2 is accelerated with respect to the input shaft 1 by the second gear train G2 and rotates in the opposite direction to the input shaft 1, and the third driven gear 16 is rotated with respect to the counter shaft 2 by the third gear train G3. It is decelerated and rotates in the opposite direction to the counter shaft 2. The sun gear 41 is directed in the positive direction with respect to the input shaft 1 at a rotational speed (Ne × 1 / r _G2 × 1 / r _G3 ) corresponding to the gear ratios r _G2 and r _G3 of the second and third gear trains G2 and G3. Rotate. This rotational speed is higher than the rotational speed Ne of the input shaft 1. On the other hand, the carrier 44 rotates in the positive direction at the same rotational speed Ne as the input shaft 1 by the engagement of the third clutch C3. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed N ₅ that is the intersection of the straight line L ₅ connecting the two points and the vertical axis.

In the sixth speed range (6th), the third clutch C3 is released from the state of the fifth speed range, and the fourth clutch C4 is engaged. At this time, the sun gear 41 rotates in the positive direction at the same rotation speed (Ne × 1 / r _G2 × 1 / r _G3 ) as in the fifth speed range. On the other hand, since the center shaft 3 rotates integrally with the third driven gear 16 by the engagement of the fourth clutch C4, the carrier 44 has the same rotational speed (Ne × 1 / r _G2 × 1 / r _G3 ) as the sun gear 41 in the forward direction. Rotate. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed N ₆ (= Ne × 1 / r _G2 × 1 / r _G3 ) that is the intersection of the straight line L ₆ connecting the two points and the vertical axis.

The reverse range (R) is set by engaging the fourth clutch C4 and the reverse brake BR. At this time, the countershaft 2 rotates in the same direction as the input shaft 1 at a rotational speed that is a reciprocal number times the speed ratio rRV of the first reverse mechanism RV1 due to the engagement of the reverse brake BR. That is, the rotation of the counter shaft 2 is reversed by the first reverse mechanism RV1 with respect to the time when the forward speed is set. Since the third driven gear 16 is decelerated with respect to the counter shaft 2 by the third gear train G3 and rotates in the direction opposite to the counter shaft 2, the sun gear 41 is connected to the input shaft 1 by the first reverse mechanism RV1. rotates in the negative direction at the speed ratio RRV and rotation speed corresponding to the gear ratio r _G3 of the third gear train G3 (-Ne × 1 / rRV × 1 / r G3). On the other hand, since the center shaft 3 rotates integrally with the third driven gear 16 due to the engagement of the fourth clutch C4, the carrier 44 has the same rotational speed as the sun gear 41 (−Ne × 1 / rRV × 1 / r _G3 ) in the negative direction. Rotate. Accordingly, the ring gear 45 rotates in the negative direction at a rotational speed NR (= −Ne × 1 / rRV × 1 / r _G3 ) that is the intersection of the straight line LR connecting the two points and the vertical axis.

The ultra low range (UL) is set by engaging the third clutch C3 and the reverse brake BR. At this time, the sun gear 41 rotates in the negative direction at the same rotational speed (−Ne × 1 / rRV × 1 / r _G3 ) as the reverse range. On the other hand, since the center shaft 3 rotates integrally with the input shaft 1 by the engagement of the third clutch C3, the carrier 44 rotates in the forward direction at the same rotational speed Ne as the input shaft 1. Therefore, the ring gear 45 rotates in the positive direction at the rotation speed N _UL that is the intersection of the straight line L _UL connecting the two points and the vertical axis. It has become slower than the rotational speed N ₁ when the rotational speed N _UL is set to 1 speed range. By setting the ultra low range, the vehicle can be advanced by transmitting a larger torque to the drive wheels than when the first speed range is set.

The ultra low reverse range (UR) is set by engaging the forward brake BF and the reverse brake BR. At this time, the sun gear 41 rotates in the negative direction at the same rotational speed (−Ne × 1 / rRV × 1 / r _G3 ) as the reverse range. On the other hand, the carrier 44 is fixed and held by the engagement of the forward brake BF and does not rotate. Therefore, the ring gear 45 rotates in the negative direction at the rotational speed _NUR that is the intersection of the straight line _LUR connecting the two points and the vertical axis. This rotational speed _NUR is lower than the rotational speed NR when the reverse range is set. By setting the ultra low reverse range, the vehicle can be moved backward by transmitting a larger torque to the drive wheels than when the reverse range is set.

The rotation speed N ₁ , N ₃ , N ₅ , N _UL , N _UR of the ring gear 45 and the rotation of the input shaft 1 when the first speed, the third speed, the fifth speed, the ultra low and the ultra low reverse range are set. The relationship with the number Ne is obtained from the rotational speed of the sun gear 41 and the carrier 44 in each shift range in accordance with the vertical axis interval ratio of FIG. 5, that is, the gear ratio r _RPG of the first output planetary gear train 40.

  Further, when the reverse brake BR is released, one of the first speed range to the sixth speed range is set. At this time, the counter shaft 2 rotates in the opposite direction to the input shaft 1 by the power transmission by the first or second gear train G1, G2, and rotates the reverse driven gear 18 integrally. Therefore, the ring gear 34 of the input-side planetary gear train 30 rotates in the same direction as the input shaft 1 via the reverse drive gear 17, and the carrier 33 rotates in the same direction as the input shaft 1. However, the rotation of the carrier 33 does not affect the rotation speed and the rotation direction of the ring gear 45 of the first output-side planetary gear train 40.

  According to such an automatic transmission TM1, since the input shaft 1 and the output shaft 4 are coaxially arranged, the mounting property on the FR type vehicle is improved and a highly versatile automatic transmission is provided. it can. In addition, since the rotation of the input shaft 1 can be directly input to the carrier 44 having the rotation shaft coaxially with the input shaft 1 and the center shaft 3, the counter shaft 2 has a multiple structure as in the prior art. Therefore, the structure of the automatic transmission can be simplified.

  Further, the center shaft 3 has a structure in which no deflection component is input. Therefore, even if the center shaft 3 is thinly formed, it can withstand practical use, and the transmission can be reduced in weight. The center shaft 3 is provided with a connecting portion 72 that connects the third driven gear 16 and the sun gear 41. The connecting portion 72 is connected to the holding portion 23 a of the downstream partition 23 that is a component of the casing 20. The seventh bearing 87 that is held is rotatably supported. Therefore, the gear torque reaction force generated by the meshing of the third gear train G3 is received by the entire casing 20 via the partition wall 23 and does not act on the first output planetary gear train 40. Therefore, it is easy to ensure the strength of the first output-side planetary gear train 40, and it is possible to provide an automatic transmission that is simplified and downsized. Furthermore, the first to fourth clutches C1 to C4, which are wet clutches, are disposed on the input shaft 1 or the center shaft 3, and are away from the oil level OL of the lubricating oil stored in the casing 20. In position. Therefore, it is possible to provide an automatic transmission with little output loss without causing oil to be lifted up and causing friction.

  Next, the automatic transmission TM2 of the second configuration example will be described with reference to FIGS. The automatic transmission TM2 has the same configuration as the automatic transmission TM1 of the first configuration example except that the position of the forward brake BF is changed, and the same members are denoted by the same reference numerals. Duplicate explanation is omitted.

  As shown in FIGS. 6 and 7, the forward brake BF is attached to the side wall 25 of the casing 20 that defines and forms the second parallel shaft chamber 20c, and is radially outward of the third and fourth clutches C3 and C4. It is arranged between the counter shaft 2 and the center shaft 3. Such a forward brake BF is composed of, for example, a brake band. The space between the counter shaft 2 and the center shaft 3 where the forward brake BF is disposed is necessary for providing the gear trains G1 to G3 and GR1, and is a dead space in the first configuration example. It has become.

  Here, the center shaft 3 is connected to the clutch guides of the third and fourth clutches C3 and C4, and the carrier 44 is connected to the clutches of the third and fourth clutches C3 and C4 via the center shaft 3 as described above. Connected to the guide. Therefore, when the forward brake BF is engaged, the third and fourth clutches C3 and C4 are fixed and held, the center shaft 3 connected to the third and fourth clutches C3 and C4 is fixed and held, and the carrier 44 is It is held fixed.

  Also in this automatic transmission TM2, by performing engagement / disengagement control of the frictional engagement elements C1 to C4, BF, and BR shown in FIG. 4, it is possible to set the shift range of the seventh forward speed and the second reverse speed. Since there is no shift range that is set by simultaneously engaging the forward brake BF and the third clutch C3 or the fourth clutch C4, the carrier 44 can be securely held by the operation of the forward brake BF. Further, by the engagement / disengagement control shown in FIG. 4, the sun gear 41, the carrier 44, and the ring gear 45 of the first output-side planetary gear train 40 are rotated corresponding to the velocity diagram shown in FIG.

  In the automatic transmission TM1 of the first configuration example, the first output-side planetary gear train 40 is disposed offset to the downstream side in the axial direction with respect to the forward brake BF from the viewpoint of mountability and the like. For this reason, it is necessary to secure a dedicated space for disposing the forward brake BF inside the planetary chamber 20d. On the other hand, in the automatic transmission TM2 of the second configuration example, the forward brake BF is accommodated in the second parallel shaft chamber 20c and is provided so as to hold a member that rotates integrally with the carrier 44. It plays a similar function. For this reason, the planetary chamber 20d is downsized in the axial direction, and the second parallel shaft chamber 20c does not need to be upsized in the axial direction, and the automatic transmission TM2 can be downsized as a whole. Since the dead space in the second parallel shaft chamber 20c is effectively used, it is not necessary to enlarge the second parallel shaft chamber 20c in the radial direction, and the large size in the overall radial direction of the automatic transmission TM2. The layout is also avoided.

  Next, the automatic transmission TM3 of the third configuration example will be described with reference to FIGS. This automatic transmission TM3 has the same configuration as the automatic transmission TM2 of the second configuration example except that the configuration of the output planetary gear train RPG has been changed, and the same members are denoted by the same reference numerals. Therefore, duplicate explanation is omitted.

As shown in FIG. 8, the second output planetary gear train 50 of the third configuration example is similar to the first output planetary gear train 40 in the sun gear 51, the first pinion 52, the second pinion 53, A three-axis double pinion structure including a carrier 54 and a ring gear 55 is configured. Also in the second output planetary gear train 50, a predetermined gear ratio r _RPG obtained by dividing the number of teeth of the ring gear 55 by the number of teeth of the sun gear 51 is set.

  The sun gear 51 is connected to the output shaft of the center shaft 3 to the rotation shaft and can rotate integrally with the center shaft 3, and is connected to the clutch guides of the third and fourth clutches C3 and C4 via the center shaft 3. Yes. Therefore, when the forward brake BF is engaged and the third and fourth clutches C3 and C4 are fixedly held, the sun gear 51 is fixedly held together with the center shaft 3.

  The carrier 54 is connected to the third driven gear 16 via a connecting portion 72, and can rotate integrally with the third driven gear 16 on the center shaft 3. The connecting portion 72 is rotatable relative to the center shaft 3 and extends inside the second parallel shaft chamber 20c and the planetary chamber 20d. The connecting portion 72 is provided on the holding portion 23a of the downstream partition wall 23. The seventh bearing 87 that is held is rotatably supported. Similarly, the connecting portion 72 is restricted from moving in the axial direction.

  The ring gear 55 is connected to the output shaft 4 extending downstream from the rotation shaft. Therefore, also in this automatic transmission TM3, the center shaft 3 is provided coaxially with the input shaft 1, the second output-side planetary gear train 50 having a three-axis structure in which each rotation shaft is located on the center shaft 3, Since the output shaft is connected to the rotation shaft of one element of the two-output-side planetary gear train 50 (that is, the rotation shaft of the ring gear 55), the input shaft 1 and the output shaft 4 are arranged coaxially. .

  The automatic transmission TM3 can set the shift range of the seventh forward speed and the second reverse speed by performing engagement / disengagement control of the frictional engagement elements C1 to C4, BF, BR shown in FIG.

FIG. 9 shows a velocity diagram of the second output side planetary gear train 50. This velocity diagram is created in the same manner as in FIG. The second output-side planetary gear train 50 is obtained by replacing the elements connected to the center shaft 3 and the elements connected to the third driven gear 16 with respect to the first output-side planetary gear train 40. Therefore, in each shift range, the sun gear 51 of the second output planetary gear train 50 operates in the same manner as the carrier 44 in the first output planetary gear train 40, and the carrier 54 of the second output planetary gear train 50 is The first output planetary gear train 40 operates in the same manner as the sun gear 41. Accordingly, each of the straight lines L _{1 to} L ₆ , L _UL , and L _UR in the velocity diagram of FIG. 9 changes in a form obtained by horizontally inverting FIG.

  Also in this automatic transmission TM3, the same effect as the automatic transmission TM2 of the second configuration example can be obtained. Furthermore, since the sun gear 51 is connected to the center shaft 3, the diameter of the sun gear 51 can be reduced. Accordingly, the diameters of the first and second pinions 52 and 53 can be increased, and the strength of the needle bearing provided between the pinions 52 and 53 and the carrier 54 can be easily ensured.

  Next, the automatic transmission TM4 of the fourth configuration example will be described with reference to FIGS. This automatic transmission TM4 has substantially the same configuration as that of the third configuration example except that the configuration of the reverse mechanism RV is changed, and the same members are denoted by the same reference numerals, and redundant description is omitted. As shown in FIG. 10, in the fourth configuration example, the second driven gear 14 is provided to be rotatable relative to the counter shaft 2.

  The second reverse mechanism RV2 of the fourth configuration example includes an input shaft 1, a counter shaft 2, a second reverse gear train GR2, and a selector mechanism S, and is provided on the downstream side of the second gear train G2. And is accommodated inside the first parallel shaft chamber 20b. Therefore, the automatic transmission TM4 does not require the reverse chamber 20a in the first to third configuration examples, and the casing 20 has a structure in which the upstream partition 21 in the first to third configuration examples is omitted. The first bearing 81 that supports the input shaft 1 and the second bearing 82 that supports the upstream side of the counter shaft 2 are held on the outer wall of the casing 20.

  As shown in FIG. 11, the second reverse gear train GR2 is provided side by side with the second gear train G2, and the reverse drive gear 17 provided on the input shaft 1 so as to be relatively rotatable, and the counter shaft 2 Is composed of a reverse driven gear 18 provided so as to be relatively rotatable, and a reverse idle gear 19 which is meshed with both gears 17 and 18 and can rotate on the idle shaft 19a. Further, the reverse drive gear 17 is connected to the second drive gear 13 via a connecting portion 73 and can rotate integrally with the second drive gear 13.

Therefore, when the second drive gear 13 rotates integrally with the input shaft 1, the reverse drive gear 17 rotates at the same rotation speed Ne. Then, the reverse idle gear 19 rotates in the reverse direction to the reverse drive gear 17, and the reverse drive gear 18 is in the reverse direction to the reverse idle gear 19, that is, in the same direction as the input shaft 1, the second drive gear 13 and the reverse drive gear 17. Rotate. At this time, the reverse driven gear 18 is rotated at a rotational speed (Ne × 1 / r _GR2 ) corresponding to the gear ratio r _GR2 set for the reverse drive gear 17. The gear ratio r _GR2 is obtained by dividing the number of teeth of the reverse driven gear 18 by the number of teeth of the reverse drive gear 17. Hereinafter, the gear ratio r _GR2 is assumed to be the gear ratio rRV of the second reverse mechanism RV2. The gear ratio rRV may be 1 is set larger than is preferably set, for example, the gear ratio r _G1 and equivalence of the first gear train G1. Therefore, as shown in FIG. 11, the reverse driven gear 18 has a large diameter, and the reverse driven gear 18 is provided with a cover 29 in order to prevent the occurrence of friction due to oil scraping.

  The selector mechanism S is provided between the second driven gear 14 and the reverse driven gear 18 on the counter shaft 2 and is movable in the axial direction of the counter shaft 2 and a rotating member Sr that rotates integrally with the counter shaft 2. And a selector Ss. Further, the second driven gear 14 is provided with an extending portion 74 that extends on the counter shaft 2 toward the selector mechanism S, and a dog tooth portion 75 is formed at an end thereof. The reverse driven gear 18 is also provided with an extending portion 76 that extends on the counter shaft 2 toward the selector mechanism S, and a dog tooth portion 77 is formed at the end thereof.

  In this selector mechanism S, when the selector Ss is moved toward the second driven gear 14, the selector Ss engages with the rotating member Sr and the dog tooth portion 75 of the second driven gear 14, and the second driven gear 14 and the counter shaft 2 are engaged. Can be rotated together. Further, when the selector Ss is moved toward the reverse driven gear 18, the selector Ss is engaged with the rotating member Sr and the dog tooth portion 77 of the reverse driven gear 18, and the reverse driven gear 18 and the counter shaft 2 can be rotated integrally. it can. Thus, the selector Ss can move between the forward setting position D that engages with the dog tooth portion 75 of the second driven gear 14 and the reverse setting position R that engages with the dog tooth portion 77 of the reverse driven gear 18. The selector mechanism S is positioned as one of the engaging elements in the automatic transmission TM4. The selector mechanism S is located at either of the positions D and R and is engaged with any of the dog tooth portions 75 and 77. It has become.

  As shown in FIG. 12, the automatic transmission TM4 selectively engages the engagement elements C1 to C4, BF, and S so that the seventh forward speed (UL, 1st to 6th) and the second reverse speed (UR, R) gear range can be set. The mark ● in FIG. 12 indicates that the gear is in the engaged state and functions to transmit power to the output shaft 4, and the mark ○ indicates that the gear is in the engaged state but is output to the output shaft 4. This indicates that the power transmission is unrelated to the power transmission. Note that the engagement / disengagement control of the engagement element shown in FIG. 12 causes the sun gear 51, the carrier 54, and the ring gear 55 of the second output planetary gear train 50 to rotate in accordance with the speed diagram shown in FIG.

  As can be seen by comparing FIG. 4 and FIG. 12, in the automatic transmission TM4, when the reverse range, the ultra low range, and the ultra low reverse range that require the carrier 54 to rotate in the negative direction are set, Instead of engaging the reverse brake BR in the three configuration examples, the second clutch C2 is engaged, and the selector Ss is positioned at the reverse set position R and the selector Ss and the dog tooth portion 77 of the reverse drive gear 18 are engaged. It is supposed to let you.

By the engagement of the second clutch C2, the second drive gear 13 rotates integrally with the input shaft 1 and the reverse drive gear 17, and the reverse driven gear 18 rotates in the same direction as the input shaft 1. Further, since the reverse driven gear 18 rotates integrally with the counter shaft 2 due to the engagement between the selector Ss and the dog tooth portion 77, the third driven gear 16 has a gear ratio r _G3 of the third gear train G3 with respect to the counter shaft 2. rotate the counter shaft 2 rotation speed (Ne × 1 / rRV × 1 / r G3) in response to the opposite direction, can be rotated in the negative direction of the carrier 54 at this rotational speed. As a result, the ring gear 55 rotates as shown in FIG. 9, and the reverse range, ultra low range, and ultra low reverse range can be set. At this time, the second driven gear 14 idles on the counter shaft 2. Therefore, power is not transmitted to the counter shaft 2 by the second gear train G2, and the second gear train G2 does not affect the rotational speed and the rotational direction of the ring gear 55.

Further, in the 5th speed range and 6th speed range set by using the power transmission in the second gear train G2, in addition to the engagement of the second clutch C2, the selector Ss is positioned at the forward set position D and the selector Ss and the dog tooth portion 75 of the second drive gear 14 are engaged with each other. As a result, the counter shaft 2 rotates integrally with the second driven gear 14, and the carrier 54 has a rotational speed N ₆ (Ne × 1 / r _G2 × 1 / r) higher than the rotational speed Ne of the input shaft 1 as shown in FIG. _G3 ) rotates in the positive direction. At this time, the reverse driven gear 18 idles on the counter shaft 2. Therefore, the power transmission in the second reverse gear train GR2 does not affect the rotation speed and rotation direction of the ring gear 55.

  In addition, for the 1st to 4th speed ranges other than this, since the second clutch C2 is released, the operation of the selector S does not affect the setting of the shift range. However, since these shift ranges are all forward shift ranges, it is preferable to place the selector Ss at the forward set position D as shown by the circles in FIG. Thereby, the shift between the 4th speed range and the 5th speed range and the control of shifting from the 5th speed and 6th speed ranges to the low speed side by 2 ranges can be performed smoothly.

  Also in this automatic transmission TM4, the same effect as that of the third configuration example can be obtained. Further, the automatic transmission TM4 includes a second reverse mechanism RV2 including a selector mechanism S that is an engagement element that uses dog teeth 75 and 77 instead of the reverse brake BR that is a wet brake. It is configured. Therefore, the viscous resistance that may have occurred in the reverse brake BR is eliminated, and the output loss is reduced.

  Next, the automatic transmission TM5 of the fifth configuration example will be described with reference to FIG. The automatic transmission TM5 has the same configuration as that of the third configuration example except that the configuration of the output planetary gear train RPG is changed, and the same members are denoted by the same reference numerals and redundant description is omitted. To do.

As shown in FIG. 13, the third output-side planetary gear train 60 of the fifth configuration example meshes with the first sun gear 61 and the first sun gear 61 that can rotate around the rotation shaft positioned on the center shaft 3. A first pinion 62 that revolves around the first sun gear 61, and is connected to the first pinion 62 and rotates integrally with the first pinion 62 about the same rotational axis as the first pinion 62. A second pinion 63 positioned on the downstream side in the axial direction of 62, and a first pinion 62, 63 rotatably held via a needle bearing and a rotation positioned coaxially with the rotating shaft of the first sun gear 61 A carrier 64 that revolves around the axis at the same speed as the first and second pinions, and a second pinion 62 that meshes with the first sun gear 61 and is rotatable about a rotation axis that is coaxial with the rotation axis. 2 Comprised of a second sun gear located axially downstream inner and the first sun gear of the anion 62. As described above, the third output-side planetary gear train 60 has a triaxial structure. Further, in the third output planetary gear train 60, the product of the number of teeth of the first sun gear 61 and the number of teeth of the second pinion gear 63 is the product of the number of teeth of the first pinion gear 62 and the number of teeth of the second sun gear 65. The gear ratio r _RPG obtained by dividing by is set.

  The first sun gear 61 is connected to the output shaft of the center shaft 3 on the rotation shaft so as to be integrally rotatable with the center shaft 3, and is connected to the clutch guides of the third and fourth clutches C3 and C4 via the center shaft 3. Has been. Therefore, when the forward brake BF is engaged and the third and fourth clutches C3 and C4 are fixedly held, the first sun gear 61 is fixedly held together with the center shaft 3.

  The carrier 64 is connected to the third driven gear 16 via a connecting portion 72, and can rotate integrally with the third driven gear 16 on the center shaft 3. The connecting portion 72 is rotatable relative to the center shaft 3 and extends inside the second parallel shaft chamber 20c and the planetary chamber 20d. The connecting portion 72 is provided on the holding portion 23a of the downstream partition wall 23. The seventh bearing 87 that is held is rotatably supported. Further, the connecting portion 72 is restricted from moving in the axial direction.

  The second sun gear 65 is connected to the output shaft 4 extending downstream from the rotation shaft. Therefore, also in this automatic transmission TM5, the center shaft 3 is provided coaxially with the input shaft 1, and the third output side planetary gear train 60 having a three-axis structure in which each rotation shaft is coaxial with the center shaft 3 is provided. Since the output shaft is connected to the rotating shaft of one element of the third output-side planetary gear train 60 (that is, the rotating shaft of the second sun gear 65), the input shaft 1 and the output shaft 4 are arranged coaxially. Established.

  This automatic transmission TM5 can set the shift range of the seventh forward speed and the second reverse speed by performing engagement / disengagement control of the frictional engagement elements C1 to C4, BF, and BR shown in FIG.

FIG. 14 shows a velocity diagram of the third output side planetary gear train 60. The three vertical axes indicate the rotation speed N of the first sun gear 61 (S1), the second sun gear 65 (S2), and the carrier 64 (C) constituting the third output side planetary gear train 60 from the left side. Yes. The ratio of the distance between the vertical axis of the first sun gear and the axis of the carrier and the distance between the axis of the second sun gear and the axis of the carrier is 1: r _RPG . The rotational speed N is positive in the direction of rotation of the input shaft 1, and the vehicle moves forward when the output shaft 4 rotates in the positive direction, that is, when the second sun gear 65 rotates in the positive direction.

In each shift range, the first sun gear 61 connected to the center shaft 3 operates in the same manner as the sun gear 51 of the second output planetary gear train 50, and the carrier 64 that can be fixed and held by the forward brake BF has a second output. The second sun gear 65 that operates similarly to the carrier 54 of the side planetary gear train 50 and is connected to the output shaft 4 operates similarly to the ring gear 55 of the second output planetary gear train 50. Therefore, the straight lines L _{1 to} L ₆ , L _UL , and L _UR in the velocity diagram of FIG. 14 change in the same manner as in FIG.

  Also in this automatic transmission TM5, the same effect as in the third configuration example can be obtained.

  Note that the present invention is not limited to the above configuration examples. For example, an automatic transmission in which the first output planetary gear train 40 and the second reverse mechanism RV2 are combined, or the third output planetary gear train 60 and the second reverse mechanism RV2 The same effect can be obtained even with an automatic transmission that combines the above.

  The automatic transmission may be configured by omitting the second gear train G2 functioning as the speed increasing gear train in the input shaft side gear train GM. At this time, when the first reverse mechanism RV1 is provided, the second clutch C2 for engaging and disengaging the second drive gear 13 in the input shaft side engaging means CM can be omitted at the same time. Also in the case where the second reverse mechanism RV2 is provided, the first driven gear 12 is configured in the same manner as the second driven gear 14 in the above configuration example, and the dog tooth portion formed on the first driven gear 12 and the selector are engaged. By configuring the selector mechanism so that it can be engaged, the second clutch C2 can be omitted at the same time. Also in the automatic transmission configured as described above, it is possible to set the shift range of the fifth forward speed (UL, 1st to 4th) and the second reverse speed (UR, R), and the same effect can be obtained.

The speed diagrams shown in FIGS. 5, 9, and 14 show an example in which the gear ratios r _G1 , r _G2 , r _G3 , r _RPG , r _GR1 , r _GR2 , and r _FPG are set to predetermined values. The slopes of the straight lines L _{1 to} L ₆ , L _UL , L _UR and the interval between the vertical axes are not limited to those shown in the figure, and the ring gear 45, The rotational speed of 55 and the second sun gear 65 can be freely set, and the input / output ratio can be freely set.

It is a skeleton figure which shows the power transmission device of the vehicle provided with the automatic transmission which concerns on this invention. It is a skeleton figure which shows the automatic transmission of a 1st structural example. It is the figure which looked at the 1st gear train of the automatic transmission of the 1st example of composition in the direction of an axis. It is a table | surface figure which shows the relationship between the action | operation of the friction engagement element in the automatic transmission of a 1st structural example, and a transmission range. It is a speed diagram which shows the relationship of the speed of each element which comprises the output side planetary gear train in the automatic transmission of a 1st structural example. It is a skeleton figure which shows the automatic transmission of the 2nd structural example. It is the figure which looked at the forward brake of the 3rd example of composition in the direction of an axis. It is a skeleton figure which shows the automatic transmission of a 3rd structural example. It is a velocity diagram which shows the relationship of the speed of each element which comprises the output side planetary gear train in the automatic transmission of a 3rd structural example. It is a skeleton figure which shows the automatic transmission of the 4th structural example. It is the figure which looked at the 2nd reverse gear train of the 4th example of composition in the direction of an axis. It is a table | surface figure which shows the relationship between the operating state of the engagement element in the automatic transmission of a 4th structural example, and a transmission range. It is a skeleton figure which shows the automatic transmission of the 5th structural example. It is a speed diagram which shows the relationship of the speed of each element which comprises the output side planetary gear train in the automatic transmission of a 5th structural example.

Explanation of symbols

TM (TM1 to TM5) Automatic transmission PTM Parallel shaft type transmission GM (G1, G2) Input shaft side gear train GC (G3) Center shaft side gear train CM (C1, C2) Input shaft side gear engaging element CS ( C3) Shaft engaging element CC (C4) Center shaft side gear engaging element RPG (40, 50, 60) Output side planetary gear train BF Forward brake RV (RV1, RV2) Reverse mechanism BR Reverse brake S Selector 1 Input shaft 2 Counter shaft 3 Center shaft 4 Output shaft 20 Casing 72 Connecting portion 87 Seventh bearing

Claims (4)

An input shaft and an output shaft;
A counter shaft provided parallel to the input shaft;
A center shaft provided coaxially with the input shaft;
An input shaft side drive gear provided on the input shaft and an input shaft side driven gear provided on the counter shaft and meshing with the input shaft side drive gear, and an input for transmitting the rotation of the input shaft to the counter shaft A shaft side gear train,
A center shaft side drive gear provided on the counter shaft and a center shaft side driven gear provided on the center shaft and meshing with the center shaft side drive gear, and transmitting the rotation of the counter shaft to the center shaft A shaft side gear train,
Input shaft side gear engaging means for allowing the input shaft side drive gear to be engaged with and disengaged from the input shaft;
Center shaft side gear engaging means for allowing the center shaft side driven gear to be engaged with and disengaged from the center shaft;
Shaft engaging means for allowing the input shaft and the input side of the center shaft to be engaged and disengaged;
A planetary gear train provided on the output side of the center shaft,
A sun gear provided coaxially with the center shaft, the pinion meshing with the sun gear, a carrier supporting the pinion and rotatably provided coaxially with the sun gear; And a ring gear that meshes with the pinion and is provided so as to be rotatable coaxially with the sun gear.
The output side of the center shaft is connected to one of the sun gear and the carrier, the center shaft side driven gear is connected to the other of the sun gear and the carrier, the output shaft is connected to the ring gear, the sun gear and the carrier An automatic transmission comprising brake means capable of fixing and holding one of the two. An input shaft and an output shaft;
A counter shaft provided parallel to the input shaft;
A center shaft provided coaxially with the input shaft;
An input shaft side drive gear provided on the input shaft and an input shaft side driven gear provided on the counter shaft and meshing with the input shaft side drive gear, and an input for transmitting the rotation of the input shaft to the counter shaft A shaft side gear train,
A center shaft side drive gear provided on the counter shaft and a center shaft side driven gear provided on the center shaft and meshing with the center shaft side drive gear, and transmitting the rotation of the counter shaft to the center shaft A shaft side gear train,
Input shaft side gear engaging means for allowing the input shaft side drive gear to be engaged with and disengaged from the input shaft;
Center shaft side gear engaging means for allowing the center shaft side driven gear to be engaged with and disengaged from the center shaft;
Shaft engaging means for allowing the input shaft and the input side of the center shaft to be engaged and disengaged;
A planetary gear train provided on the output side of the center shaft,
The planetary gear train is coupled to the first pinion by being connected to the first sun gear, the first sun gear meshed with the first sun gear, and the first pinion. A second pinion that can rotate, a carrier that supports the first and second pinions and that can rotate coaxially with the first sun gear, and a gear that meshes with the second pinion and is coaxial with the first sun gear It is composed of a second sun gear provided rotatably on the top,
The first sun gear is connected to the output side of the center shaft, the center shaft driven gear is connected to the carrier, the output shaft is connected to the second sun gear, and the first sun gear can be fixedly held by the brake means An automatic transmission characterized by being provided.   Aligned with the input shaft side gear train, the counter shaft is rotated in the opposite direction relative to when power is transmitted by the input shaft side gear train, and the rotation of the input shaft is transmitted to the counter shaft. The automatic transmission according to claim 1 or 2, wherein a reverse mechanism having a reverse gear train is provided.   The center shaft side driven gear and the planetary gear train are connected via a connecting portion provided on the center shaft, and a bearing member that rotatably supports the connecting portion is provided. The automatic transmission according to claim 1, wherein the member is held by a casing of the transmission.

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