JP2008075665A - Automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission in which the efficiency of transmission can be improved by suppressing a friction loss even though the member of shift stages is increased. <P>SOLUTION: The automatic transmission TM1 is made up of planetary-gear trains 30, 40. Rotation of an input-shaft 1 is shifted to transfer the driving power to the side of output. By a clutch K1, gearing of a pinion 32 to a second sun-gear 46 is effected freely detachably. By a clutch K2 adjacent to the clutch K1, gearing of the pinion 32 to a first sun-gear 41 is effected freely detachably. In the transmission, a shift-stage for making a simultaneous engagement of the clutch K1 and the clutch K2 is not provided, a shift-stage to bring about a simultaneous disengagement of the clutch K1 and the clutch K2 is provided. The transmission is constituted so that in the case of a gear-shift, such a state is not brought about in which the other is disengaged with either one of the clutch K1 and the clutch K2 engaged. The transmission comprises a synchromesh connection mechanism 50 which effects gearing and its disengagement by the clutch K1 of the pinion 32 to the second sun-gear 46, or engaging and its disengagement by the clutch K2 of the pinion 32 and the first sun-gear 41. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission that includes a planetary gear train and that shifts the rotation of an input shaft to transmit a driving force to an output member.

An automatic transmission used in a vehicle tends to increase the number of shift stages because of demands for improving fuel consumption and acceleration performance. In such an automatic transmission, the number of shift stages is increased by providing a rotating element composed of a plurality of planetary gear trains (see, for example, Patent Document 1). Then, the gears of the planetary gear train are engaged, released, and fixedly held by using an engagement element such as a clutch mechanism or a brake mechanism, thereby shifting to each gear stage.
JP-A-8-312734

  By the way, in the case of a conventional automatic transmission, when the number of gears increases, the number of engaging elements increases accordingly, but the gears are set with all the engaging elements engaged. Therefore, there is always an engagement element that is in a non-engagement state at a certain gear position. In such a disengaged engagement element, a so-called drag torque is generated in the conventional wet clutch mechanism due to the viscosity of the hydraulic oil that operates the engagement element (the hydraulic oil becomes a frictional resistance). . The generation of such drag torque becomes a friction loss and leads to a reduction in driving force transmission efficiency. In particular, the number of engagement elements in the non-engaged state increases as the number of stages of the automatic transmission increases, and the number of engagement elements that generate drag torque further increases. There was a problem of wanting to suppress it.

  In view of these problems, the present invention has an object to provide an automatic transmission capable of suppressing friction loss and improving driving force transmission efficiency even when the number of shift stages of the automatic transmission increases. To do.

  In order to solve the above-described problems, an automatic transmission according to the present invention is configured to include a planetary gear train, and shifts the rotation of an input shaft that is rotated in response to input rotation to output members (for example, in the embodiment). A planetary gear type automatic transmission that transmits driving force to the output shaft 4), and a plurality of rotating elements (for example, the pinion 32 and the second sun gear 46 in the embodiment) constituting the planetary gear train can be freely engaged and disengaged. A plurality of adjacent engaging elements (for example, clutches K1 and K2 in the embodiment) that can be connected to each other or that can fix and hold the rotating element (for example, the second sun gear 46 in the embodiment), and the adjacent engagement There is no gear stage where the elements are engaged simultaneously, and there is a gear stage where the adjacent engaging elements are simultaneously disconnected, and one of the adjacent engaging elements is engaged at the time of shifting. And the other is disconnected, and a plurality of rotating elements are connected by any one of the adjacent engaging elements and released, or the rotating element is fixedly held by any one of the adjacent engaging elements, and It has a mechanical connection mechanism (for example, the synchronous meshing connection mechanism 50 in the embodiment) that performs the release.

  Further, in the automatic transmission configured as described above, the mechanical coupling mechanism is configured by a synchronous meshing coupling mechanism that synchronizes the rotations of a plurality of rotating elements, and the synchronous meshing coupling mechanism is an engaging element adjacent from the neutral position. There is a synchro sleeve that can move on either side, and when the synchro sleeve is set to the neutral position, the connection of the plurality of rotating elements or the release of the fixed holding of the rotating elements is performed. preferable.

  According to the automatic transmission according to the present invention, even if the number of shift stages is increased and the number of engagement elements such as a clutch mechanism and a brake mechanism is increased, It is configured such that the coupling and release thereof, or the fixed holding of the rotating element by any one of a plurality of adjacent engaging elements and the release thereof are performed by a mechanical coupling mechanism that does not use hydraulic oil. For this reason, it is possible to suppress the friction loss due to the so-called drag torque, which has conventionally occurred in the disengaged engagement element due to the viscosity of the hydraulic oil that operates the engagement element. Thereby, it is possible to improve the transmission efficiency of the driving force in the automatic transmission.

  In addition, a conventional wet clutch is achieved by using a synchronous mesh connection mechanism (synchromesh type connection mechanism) generally used in a manual transmission as a mechanical connection mechanism to connect and disconnect engagement elements such as a clutch and a brake. Unlike the mechanism, drag torque is generated due to the viscosity of the hydraulic oil even if the gear is in the disengaged state (even if the synchro sleeve constituting the synchronous meshing coupling mechanism is in the neutral position). There is nothing. That is, if a synchronous meshing coupling mechanism is used as the mechanical coupling mechanism, the differential rotation of the non-engaged engagement element becomes zero because it is not affected by the viscosity of the hydraulic oil, and friction loss in the engagement element is eliminated. Is possible.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

  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, and the rotational driving force of the input shaft 1 that rotates at a predetermined rotational speed Ne in a predetermined direction by the driving force of the engine 5 is shifted by the automatic transmission TM. It is divided into left and right drive shafts 8 and 8 and transmitted to left and right drive wheels (rear wheels) 9 and 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 TM are positioned coaxially extending in the longitudinal direction of the vehicle. Is done. The automatic transmission TM is accommodated in the internal space of the casing 20 formed by assembling a plurality of case members.

  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 operation of each engagement element including a plurality of clutches, brakes, and synchronous meshing coupling mechanisms provided in the automatic transmission TM according to the vehicle state. A plurality of shift stages are set in the automatic transmission TM in accordance with the operating state (engagement / disengagement state) of the element. The automatic transmission TM shifts the rotation of the input shaft 1 according to the shift stage set by the shift control device and rotates the output shaft 4.

  Here, 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 planetary gear train 30, a planetary gear train 40, a synchronous mesh connection mechanism (also referred to as a synchromesh connection mechanism, and the following synchronous mesh connection mechanisms are also the same). 50, a synchronous meshing connection mechanism 60, an engagement element such as a clutch C1 and a brake B1. The clutches K1 to K3 and the brake B2 described below are meshing connection / disconnection clutches, the clutches C1 to C3 are wet multi-plate clutches, and the brake B1 is a wet multi-plate brake.

  The input shaft 1 is provided so as to extend inside the casing 20 and is rotatably supported by a bearing (not shown).

  The planetary gear train 40 is a so-called Ravigneaux type planetary gear, and includes two sun gears, a short pinion 42 and a long pinion 43, which are arranged in parallel on the same axis as the input shaft 1. A pinion gear, a ring gear 45 and a carrier 44 are included.

  A short pinion 42 meshes with the first sun gear 41, and the short pinion 42 meshes with a long pinion 43 disposed on the outer peripheral side thereof. The short pinion 42 revolves while rotating around the first sun gear 41, and the long pinion 43 revolves while rotating around the first sun gear 41 and the second sun gear 46. The short pinion 42 and the long pinion 43 are held by a carrier 44 that can rotate. The carrier 44 is detachably attached to a clutch C2 that can rotate on the same axis as the input shaft 1. The clutch C2 is configured to be freely engaged with and disengaged from the brake B2 and the clutch K3 by a synchronous meshing connection mechanism 60 described later. A ring gear 45 is disposed concentrically with the first sun gear 41, and this ring gear 45 has internal teeth and meshes with the long pinion 43. A second sun gear 46 disposed on the same axis as the first sun gear 41 meshes with the long pinion 46. The ring gear 45 is an output element and is configured integrally with an output counter drive gear 47.

  The clutch K1 and the clutch K2 are disposed adjacent to each other, the clutch K1 is provided integrally with the second sun gear 46 and is rotatable integrally with the second sun gear 46, and the clutch K2 is provided integrally with the first sun gear 41. The first sun gear 41 and the first sun gear 41 can rotate together.

  The planetary gear train 30 includes a sun gear 31 that is coaxially arranged with the input shaft 1 and fixed to the casing 20, a pinion 32 that meshes with the sun gear 31 and revolves around the sun gear 31, and the input shaft 1 The ring gear 33 has an internal tooth that is integrally provided and meshes with the pinion 32 and is rotatable about a rotation shaft that is coaxial with the rotation shaft of the sun gear 31. The pinion 32 is held by a carrier 24 that can rotate.

  The ring gear 34 is configured so as to be freely engaged with and disengaged from the first sun gear 41 and the second sun gear 46 by a clutch C1 that is provided integrally with the ring gear 34 and is rotatable coaxially with the input shaft 1. The connection / disconnection operation of the clutch C <b> 1 is performed by the synchronous meshing connection mechanism 50. The synchronous meshing connection mechanism 50 has the same configuration as that of a synchronous meshing connection mechanism that is generally used in a manual transmission, and has a dog-tooth clutch that can be freely engaged with and disengaged from the dog teeth provided on the clutch K1 and the clutch K2. And a synchronizer ring R1 that is rotatable coaxially with the input shaft 1.

  The shift fork P1 can move left and right in FIG. 2 in response to the driving force of a servo motor 90 that is operated by a shift control device (not shown). The sync sleeve S1 receives a transmission force when the shift fork P1 moves to the left and right and can move left and right in FIG. 2, and when the sync sleeve S1 moves to the right in FIG. 2 from its neutral position, the synchronizer S1 The ring R1 is pressed against the clutch C1 and the clutch K1, and the rotations of the clutch C1 and the clutch K1 are synchronized. That is, the rotation driving force is transmitted from the carrier 34 to the second sun gear 46 side in synchronization with the rotation of the carrier 34 and the second sun gear 46.

  On the other hand, when the synchro sleeve S1 moves to the left in FIG. 2 from its neutral position, the synchronizer ring R1 is pressed against the clutch C1 and the clutch K2 by the synchro sleeve S1, and the rotations of the clutch C1 and the clutch K2 are synchronized. That is, the rotation drive force is transmitted from the carrier 34 to the first sun gear 41 side in synchronization with the rotation of the carrier 34 and the first sun gear 41. In the state where the sync sleeve S1 is in its neutral position, the synchronizer ring R1 is not pressed against either side of the clutch K1 and the clutch K2, and either side of the first sun gear 41 and the second sun gear 46 from the carrier 34. No rotational driving force is transmitted to the.

  A through hole H1 through which the shift fork P1 passes is formed between the rotation shaft of the second sun gear 46 and the clutch K1, and the shift fork P1 provided to be slidable with respect to the through hole H1 The second sun gear 46 and the second sun gear 46 are configured to be rotatable together.

  The first sun gear 41 is configured to be freely engaged and disengaged with a clutch C3 that can rotate integrally with the input shaft 1 and the ring gear 33. When the clutch C3 is engaged, the rotational driving force of the input shaft 1 and the ring gear 33 is applied to the first sun gear 41. Transmitted to the side. The second sun gear 46 can be fixedly held by the brake B1. Further, the clutch K3 and the brake B2 are disposed adjacent to each other. The clutch K3 is provided integrally with the input shaft 1 and can rotate integrally with the input shaft 1, and the brake B2 is fixed to the casing 20.

  The connecting / disconnecting operation of the driving force from the input shaft 1 to the carrier 44 is performed by the synchronous meshing connection mechanism 60. The synchronous mesh connection mechanism 60 has the same configuration as that of the synchronous mesh connection mechanism generally used in the manual transmission, similar to the synchronous mesh connection mechanism 50 described above, and is freely engageable with and disengageable from the dog teeth provided on the clutch K3 and the brake B2. And a synchronizer ring R2 that is integrally formed with the shift fork P2 and that is integrally formed with the clutch C2 and that can rotate coaxially with the input shaft 1.

  The shift fork P2 can move left and right in FIG. 2 in response to a driving force of a servo motor 90 that is operated by control of a transmission control device (not shown). The sync sleeve S2 receives a transmission force when the shift fork P2 moves to the left and right and can move left and right in FIG. 2. When the sync sleeve S2 moves to the right in FIG. 2 from its neutral position, the synchronizer S2 The ring R2 is pressed against the clutch K3, and the rotations of the clutch C2 and the clutch K3 are synchronized. At this time, if the carrier 8 is engaged with the clutch C2, the rotational driving force is transmitted from the input shaft 1 to the carrier 44 side.

  When the sync sleeve S2 moves to the left in FIG. 2 from its neutral position, the synchronizer ring R2 is pressed against the brake B2 by the sync sleeve S2, and the clutch C2 is fixedly held. At this time, if the carrier 44 is engaged with the clutch C2, the carrier 44 is fixedly held.

  In the automatic transmission TM1 configured as described above, the shift control device selectively engages the engagement elements C1 to C3 and B1 and selectively moves the sync sleeves S1 and S2 as shown in FIG. By performing the control, it is possible to set the forward seventh speed (1st to 7th) and the reverse first speed (RVS). The mark ● in FIG. 3 indicates that the engaging element is in the engaged state, and the column of the synchro sleeves S1 and S2 indicates that the synchro sleeves S1 and S2 are moved to any side from the neutral position (N). Indicates whether or not Shifting between adjacent shift speeds in the forward speed is performed by keeping one of the two engagement elements engaged, releasing the remaining one, and engaging another engagement element. It is configured as follows. For this reason, gear shifting can be performed smoothly.

  FIG. 4 shows a velocity diagram of the planetary gear train 30 and the planetary gear train 40. Here, the upper speed diagram of FIG. 4 is a speed diagram of the planetary gear train 30, and the lower speed diagram of FIG. 4 is a speed diagram of the planetary gear train 40.

The three vertical axes of the velocity diagram of the planetary gear train 30 indicate the rotational speed N of the sun gear 31, the carrier 34, and the ring gear 33 that constitute the planetary gear train 30 from the left side, and the length of the vertical line Corresponds to the rotational speed N of the rotating element. The ratio between the distance between the sun gear 31 and the carrier 34 and the distance between the carrier 34 and the ring gear 33 is ρ ₃ : 1 (ρ ₃ is obtained by dividing the number of teeth of the ring gear 33 by the number of teeth of the sun gear 31. (Predetermined gear ratio).

As described above, the ring gear 33 is formed integrally with the input shaft 1 and rotates integrally with the input shaft 1 (rotation speed Ne), and the sun gear 31 is fixedly held by the casing 20, so that the carrier 34 rotates the ring gear 33. A line L30 connecting a point of the rotational speed Ne of the input shaft 1 on the vertical line indicating the number and a point where the rotational speed N of the vertical line indicating the rotational speed of the sun gear 31 is zero level, and a vertical axis indicating the rotational speed of the carrier 34 It rotates in the positive direction at the number of rotations that is the intersection with the. That is, the rotation speed Ne of the input shaft 1, is decelerated by the amount of the rotational speed N _RED planetary gear train 30, it is inputted as a driving force on the side of the synchromesh coupling mechanism 50.

The four vertical axes of the velocity diagram of the planetary gear train 40 indicate the rotational speed N of the second sun gear 46, the carrier 44, the ring gear 45, and the first sun gear 41, which are the rotational elements constituting the planetary gear train 40, from the left side. In addition, the length of the vertical line corresponds to the rotation speed N. The ratio of the distance between the second sun gear 46 and the carrier 44, the distance between the carrier 44 and the ring gear 45 is 1: has a [rho _2. Here, ρ ₂ is a gear ratio obtained by dividing the number of teeth of the second sun gear 46 by the number of teeth of the ring gear 43. The ratio between the distance between the second sun gear 46 and the carrier 44 and the distance between the carrier 44 and the first sun gear 41 is 1: (1 / ρ ₁ ). Here, ρ ₁ is a gear ratio obtained by dividing the number of teeth of the first sun gear 41 by the number of teeth of the second sun gear 46. The mark ● on the vertical axis represents the number of rotations of each rotating element at each gear stage. The synchro sleeves S1 and S2 are expressed so as to switch with respect to the engagement elements. The rotational speed N is positive in the direction of rotation of the input shaft 1, and the vehicle moves forward when the ring gear 45, which is the output element, rotates in the positive direction. Hereinafter, each gear stage will be described with reference to FIG.

  First, in the neutral N, the clutch C1, the clutch C2, the clutch C3, and the brake B1 are all released. At this time, the sync sleeve S1 is positioned at the neutral position (N). However, if the sync sleeve S1 is shifted to the first speed (Low) side, it moves to the clutch K2 side, and if the reverse shift (RVS) is changed. Move to the clutch K1 side. The sync sleeve S2 moves to the brake B2.

In the first speed (Low), the clutch C1 and the clutch C2 are respectively engaged, the synchro sleeve S1 is positioned on the clutch K2 side, and the synchro sleeve S2 is positioned on the brake B2 side. At this time, the first sun gear 41 is decelerated by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the movement of the sync sleeve S1 toward the clutch K2 side, and the same direction as the input shaft 1 (forward direction). And rotate integrally with the carrier 34. The carrier 44 is fixed and held by the movement of the synchro sleeve S2 toward the brake B2, and does not rotate. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed that is the intersection of the straight line L ₁ and the vertical axis indicating the rotational speed of the ring gear 45.

In the second speed (2nd), the clutch C2 is released from the state of the first speed, and the brake B1 is engaged. The synchro sleeve S1 remains in the state of moving toward the clutch K2, and the synchro sleeve S2 is positioned between the brake B2 and the neutral position, but from the second speed (2nd) to the third speed ( When the shift is changed to 3rd), it moves toward the neutral position, and when it is changed from the second speed (2nd) to the first speed (Low), it moves toward the brake B2. At this time, the first sun gear S1 rotates in the positive direction at the same rotational speed as the first speed. The second sun gear 46 does not rotate because it is fixedly held by the engagement of the brake B1. Therefore, the ring gear 45 is rotated in the forward direction at a rotation speed corresponding to the intersection of the vertical axis represents the rotation speed of the straight line L ₂ and the ring gear 45.

The third speed (3rd) is set by releasing the clutch C1 from the state of the second speed and engaging the clutch C3. Although the sync sleeve S1 is located at the neutral position, when the shift change is started from the third speed (3rd) to the fourth speed (4th) side, it starts moving to the clutch K1 side and from the third speed (3rd) to the second speed. When a shift change is started on the speed (2nd) side, movement starts on the clutch K2 side. The synchro sleeve S2 is in a neutral position. At this time, the first sun gear 41 rotates in the forward direction at the same rotational speed Ne as the input shaft 1 by the engagement of the clutch C3. The second sun gear 46 does not rotate because it is fixedly held by the engagement of the brake B1. Therefore, the ring gear 45 is rotated in the forward direction at a rotation speed corresponding to the intersection of the vertical axis represents the rotation speed of the straight line L ₃ and the ring gear 45.

The fourth speed (4th) is set by releasing the brake B1 from the state of the third speed and engaging the clutch C1. The synchro sleeve S1 is positioned on the clutch K1 side, and the synchro sleeve S2 is positioned between the clutch K3 and the neutral position, but shifted from the fourth speed (4th) to the fifth speed (5th). When it is changed, it moves toward the clutch K3, and when it is shift-changed from the fourth speed (4th) to the third speed (3rd), it moves toward the neutral position. At this time, the first sun gear 41 rotates in the forward direction at the same rotational speed Ne as the input shaft 1 by the engagement of the clutch C3. The second sun gear 46 is a carrier in the same direction (positive direction) as the input shaft 1 at a rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the movement of the sync sleeve S1 toward the clutch K1. It rotates integrally with 34. Therefore, the ring gear 45 is rotated in the forward direction at a rotation speed corresponding to the intersection of the vertical axis represents the rotation speed of the straight line L ₄ and the ring gear 45.

The fifth speed (5th) is set by releasing the clutch C1 from the state of the fourth speed and engaging the clutch C2. The synchro sleeve S1 is moved to the clutch K1 side, and the synchro sleeve S2 is positioned on the clutch K3 side. At this time, the first sun gear 41 rotates in the forward direction at the same rotational speed Ne as the rotational speed Ne of the input shaft 1 due to the engagement of the clutch C3, and the carrier 44 moves toward the engagement of the clutch C2 and the clutch K3 of the synchro sleeve S2. Is rotated in the positive direction at the same rotational speed as the rotational speed Ne of the input shaft 1. Therefore, the ring gear 45 rotates in the positive direction at the same rotational speed Ne as the input shaft 1, which is the intersection of the straight line L ₅ and the vertical axis indicating the rotational speed of the ring gear 45.

The sixth speed (6th) is set by releasing the clutch C3 from the fifth speed state and engaging the clutch C1. The synchro sleeve S1 remains in the state of moving toward the clutch K1, and the synchro sleeve S2 remains in the state of moving toward the clutch K3. At this time, the second sun gear 46 is rotated at the rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the engagement of the clutch C1 and the movement of the synchro sleeve S1 toward the clutch K1. 1 and the carrier 34 in the same direction (positive direction). The carrier 44 rotates in the positive direction at the same rotational speed as the rotational speed Ne of the input shaft 1 by the engagement of the clutch C2 and the movement of the sync sleeve S2 toward the clutch K3. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed that is the intersection of the straight line L ₆ and the vertical axis that indicates the rotational speed of the ring gear 45.

The seventh speed (7th) is set by releasing the clutch C1 and engaging the brake B1 from the sixth speed state. The synchro sleeve S1 is located on the clutch K1 side or in the neutral position. The synchro sleeve S2 is still moved to the clutch K3 side. At this time, the second sun gear 46 does not rotate because it is fixedly held by the engagement of the brake B1. The carrier 44 rotates in the positive direction at the same rotational speed as the rotational speed Ne of the input shaft 1 by the engagement of the clutch C2 and the movement of the sync sleeve S2 toward the clutch K3. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed that is the intersection of the straight line L ₇ and the vertical axis that indicates the rotational speed of the ring gear 45.

Reverse (RVS) is set by engaging the clutch C1 and the clutch C2. The synchro sleeve S1 is located on the clutch K1 side, and the synchro sleeve S2 is located on the brake B2 side. At this time, the second sun gear 46 is rotated at the rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the engagement of the clutch C1 and the movement of the synchro sleeve S1 toward the clutch K1. 1 and the carrier 34 in the same direction (positive direction). The carrier 44 is fixed and held by the movement of the synchro sleeve S2 toward the brake B2, and does not rotate. Therefore, the ring gear 45 rotates in the direction opposite to the input shaft 1 at a rotational speed that is the intersection of the straight line L _RVS and the vertical axis that indicates the rotational speed of the ring gear 45.

  Next, the automatic transmission TM2 of the second configuration example will be described with reference to FIGS. Here, a description will be given focusing on a configuration different from that of the first embodiment. As shown in FIG. 5, the automatic transmission TM2 of the second configuration example is similar to the automatic transmission TM1 of the first configuration example in that the planetary gear train 30, the planetary gear train 40, the synchronous mesh connection mechanism 50, and the synchronous mesh connection mechanism. 60, an engagement element including a clutch C1, a brake B1, and the like, and a synchronous meshing connection mechanism 70 and a synchronous meshing connection mechanism 80. The clutches K1 to K6 described below are meshing engagement / disconnection clutches, the clutches C1 to C3 are wet multi-plate clutches, and the brake B1 is a wet multi-plate brake.

  The clutch K5 can rotate integrally with the input shaft 1 and the ring gear 33. A clutch C3 that can rotate coaxially with the input shaft 1 is configured to be engageable with the first sun gear 41. When the clutch C3 engages with the first sun gear 41, the clutch C3 can rotate integrally with the first sun gear 41. . In the present embodiment, the connecting and disconnecting operation of the driving force from the input shaft 1 side to the first sun gear 41 side is performed by the synchronous meshing connection mechanism 70 having the synchronizer ring R3 provided integrally with the clutch C3.

  This synchronous meshing connection mechanism 70 has the same structure as that of a synchronous meshing connection mechanism generally used in a manual transmission, and has a dog-tooth clutch that can be freely engaged with and disengaged from a dog tooth provided on the clutch K5, and is integrated with the shift fork P3. And a synchronizer ring R3 formed integrally with the clutch C3. The shift fork P3 is movable left and right in FIG. 5 by receiving the driving force of a servo motor 90 operated by a transmission control device (not shown). The sync sleeve S3 receives a transmission force when the shift fork P3 moves to the left and right and can move left and right in FIG. 5, and when the sync sleeve S3 moves to the left in FIG. 5 from its neutral position, the synchronizer S3 The ring R3 is pressed against the clutch K5, and the rotations of the clutch C3 and the clutch K5 are synchronized. At this time, if the first sun gear 41 is engaged with the clutch C3, the rotational driving force is transmitted from the input shaft 1 side to the first sun gear 41 side. In the state where the sync sleeve S3 is in its neutral position, the synchronizer ring R3 is not pressed against the clutch K5 side, and the rotational driving force is transmitted from the input shaft 1 side to the first sun gear 41 side. Absent.

  The carrier 34 is formed with a through hole H2 through which the shift fork P3 passes, and the shift fork P3 slidably provided in the through hole H2 is configured to rotate integrally with the carrier 34. .

  In the present embodiment, the second sun gear 46 is fixed and held by the synchronous meshing connection mechanism 80 having the synchronizer ring R4 provided integrally with the brake B1 capable of fixing and holding the second sun gear 46. The clutch K6 and the brake B1 are disposed adjacent to each other, and the clutch K6 is fixedly held by the casing 20. The synchronizer ring R4 can rotate together with the second sun gear 46 when the brake B1 is engaged.

  This synchronous meshing connection mechanism 80 has the same configuration as that of a synchronous meshing connection mechanism that is generally used in a manual transmission, and has a dog-tooth clutch that can be freely engaged with and disengaged from the dog teeth provided on the clutch K6, and is integrated with the shift fork P4. And a synchronizer ring R4 formed integrally with the brake B1.

  The shift fork P4 is movable left and right in FIG. 5 by receiving a driving force of a servo motor 90 that is operated by control of a not-shown transmission control device. The sync sleeve S4 receives a transmission force when the shift fork P4 moves to the left and right, and can move left and right in FIG. 5. When the sync sleeve S4 moves to the left in FIG. 5 from its neutral position, the synchronizer S4 The ring R4 is pressed against the clutch K6, and the brake B1 is fixedly held. At this time, if the second sun gear 46 is engaged with the brake B1, the second sun gear 46 is fixedly held. In the state where the sync sleeve S4 is in its neutral position, the synchronizer ring R4 is not pressed against the clutch K6, and the second sun gear 46 is not fixedly held.

  In the automatic transmission TM2 configured as described above, the shift control device selectively engages the engagement elements C1 to C3 and B1 and selectively moves the synchro sleeves S1 to S4 as shown in FIG. By performing the control, it is possible to set the forward seventh speed (1st to 7th) and the reverse first speed (RVS). 6 indicates that the engaging element is in the engaged state, and the column of the synchro sleeves S1 to S4 indicates to which side the synchro sleeves S1 to S4 are moving from the neutral position. . Shifting between adjacent shift speeds in the forward speed is performed by keeping one of the two engagement elements engaged, releasing the remaining one, and engaging another engagement element. It is configured as follows. For this reason, gear shifting can be performed smoothly.

  FIG. 7 shows a velocity diagram of the planetary gear train 30 and the planetary gear train 40. This speed diagram is the same as the speed diagram in the first embodiment (see FIG. 4), except that a portion corresponding to the synchronous meshing connection mechanism 70 having the synchro sleeve S3 and the synchronous meshing connection mechanism 80 having the synchro sleeve S4. The corresponding part has been added. Hereinafter, each gear stage will be described with reference to FIG.

  In the neutral N, the clutch C1, the clutch C2, the clutch C3, and the brake B1 are all released. At this time, the sync sleeve S1 is positioned at the neutral position (N). However, if the sync sleeve S1 is shifted to the first speed (Low) side, it moves to the clutch K2 side, and if the reverse shift (RVS) is changed. Move to the clutch K1 side. The sync sleeve S2 is located on the clutch K4 side. The synchro sleeve S3 and the synchro sleeve S4 are both in the neutral position.

In the first speed (Low), the clutch C1 and the clutch C2 are respectively engaged, the synchro sleeve S1 is positioned on the clutch K2, the synchro sleeve S2 is positioned on the clutch K4 side, and the synchro sleeve S3 is positioned on the neutral position. To do. The synchro sleeve S4 is located between the clutch K6 and the neutral position, but moves toward the clutch K6 when a shift change is made from the first speed (Low) to the second speed (2nd). When the shift is changed from the first speed (Low) to the neutral (N), it moves toward the neutral position. At this time, the first sun gear 41 is decelerated by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the movement of the sync sleeve S1 toward the clutch K2 side, and the same direction as the input shaft 1 (forward direction). And rotate integrally with the carrier 34. The carrier 44 is fixed and held by the movement of the sync sleeve S2 toward the clutch K4 and does not rotate. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed that is the intersection of the straight line L ₁ and the vertical axis indicating the rotational speed of the ring gear 45.

The second speed (2nd) is set by releasing the clutch C2 from the state of the first speed and engaging the brake B1. The synchro sleeve S1 is still moved to the clutch K2 side. The sync sleeve S2 is in a state located between the clutch K4 and the neutral position, but when shifted from the second speed (2nd) to the third speed (3rd), the synchro sleeve S2 moves toward the neutral position, When a shift change is made from the second speed (2nd) to the first speed (Low), it moves toward the clutch K4. The synchro sleeve S3 is in a position between the clutch K5 and the neutral position, but moves toward the clutch K5 when the second gear (2nd) is shifted to the third gear (3rd). When the shift is changed from the second speed (2nd) to the first speed (Low), the vehicle moves toward the neutral position. The sync sleeve S4 is located on the clutch K6 side. At this time, the first sun gear S1 rotates in the positive direction at the same rotational speed as the first speed. The second sun gear 46 does not rotate because it is fixedly held by the engagement of the brake B1 and the movement of the synchro sleeve S4 toward the clutch K6. Therefore, the ring gear 45 is rotated in the forward direction at a rotation speed corresponding to the intersection of the vertical axis represents the rotation speed of the straight line L ₂ and the ring gear 45.

The third speed (3rd) is set by releasing the clutch C1 from the state of the second speed and engaging the clutch C3. Although the sync sleeve S1 is located at the neutral position, when the shift change is started from the third speed (3rd) to the fourth speed (4th) side, it starts moving to the clutch K1 side and from the third speed (3rd) to the second speed. When a shift change is started on the speed (2nd) side, movement starts on the clutch K2 side. The synchro sleeve S2 is in a neutral position. The synchro sleeve S3 is located on the clutch K5 side, and the synchro sleeve S4 is still moved to the clutch K6 side. At this time, the first sun gear 41 rotates in the forward direction at the same rotational speed Ne as the input shaft 1 by the engagement of the clutch C3 and the movement of the sync sleeve S3 toward the clutch K5. The second sun gear 46 does not rotate because it is fixedly held by the engagement of the brake B1 and the movement of the synchro sleeve S4 toward the clutch K6. Therefore, the ring gear 45 is rotated in the forward direction at a rotation speed corresponding to the intersection of the vertical axis represents the rotation speed of the straight line L ₃ and the ring gear 45.

The fourth speed (4th) is set by releasing the brake B1 from the state of the third speed and engaging the clutch C1. The sync sleeve S1 is positioned on the clutch K1 side. The synchro sleeve S2 is located between the clutch K3 and the neutral position, but moves toward the clutch K3 when a shift change is made from the fourth speed (4th) to the fifth speed (5th). When the shift is changed from the 4th speed (4th) to the 3rd speed (3rd), the vehicle moves toward the neutral position. The sync sleeve S3 is still moved to the clutch K5 side. The sync sleeve S4 is in a state between the clutch K6 and the neutral position. However, when the shift change from the fourth speed (4th) to the fifth speed (5th) is performed, the synchro sleeve S4 moves toward the neutral position. When a shift change is made from the speed (4th) to the third speed (3rd), it moves toward the clutch K6. At this time, the first sun gear 41 rotates in the forward direction at the same rotational speed Ne as the input shaft 1 by the engagement of the clutch C3 and the movement of the sync sleeve S3 toward the clutch K5. The second sun gear 46 is the same as the input shaft 1 at a rotational speed decelerated by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the engagement of the clutch C1 and the movement of the sync sleeve S1 toward the clutch K1. It rotates integrally with the carrier 34 in the direction (positive direction). Therefore, the ring gear 45 is rotated in the forward direction at a rotation speed corresponding to the intersection of the vertical axis represents the rotation speed of the straight line L ₄ and the ring gear 45.

The fifth speed (5th) is set by releasing the clutch C1 from the state of the fourth speed and engaging the clutch C2. The synchro sleeve S1 is moved to the clutch K1 side, and the synchro sleeve S2 is positioned on the clutch K3 side. The synchro sleeve S3 is moved to the clutch K5 side, and the synchro sleeve S4 is positioned at the neutral position. At this time, the first sun gear 41 rotates in the forward direction at the same rotational speed Ne as the rotational speed Ne of the input shaft 1 due to the engagement of the clutch C3 and the movement of the synchro sleeve S3 toward the clutch K5, and the carrier 44 engages with the clutch C2. When the sync sleeve S2 moves toward the clutch K3, the input shaft 1 rotates in the forward direction at the same rotational speed Ne as the rotational speed Ne. Therefore, the ring gear 45 rotates in the positive direction at the same rotational speed Ne as the input shaft 1, which is the intersection of the straight line L ₅ and the vertical axis indicating the rotational speed of the ring gear 45.

The sixth speed (6th) is set by releasing the clutch C3 from the fifth speed state and engaging the clutch C1. The synchro sleeve S1 remains in the state of moving toward the clutch K1, and the synchro sleeve S2 remains in the state of moving toward the clutch K3. The synchro sleeve S3 is located between the clutch K5 and the neutral position, but moves toward the neutral position when a shift change is made from the sixth speed (6th) to the seventh speed (7th). Then, when a shift change is made from the sixth speed (6th) to the fifth speed (5th), it moves toward the clutch K5. The synchro sleeve S4 is in a position between the clutch K6 and the neutral position, but moves toward the clutch K6 when a shift change is made from the sixth speed (6th) to the seventh speed (7th). When the gear is changed from 6th gear (6th) to 5th gear (5th), the vehicle moves toward the neutral position. At this time, the second sun gear 46 is rotated at the rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the engagement of the clutch C1 and the movement of the synchro sleeve S1 toward the clutch K1. 1 and the carrier 34 in the same direction (positive direction). The carrier 44 rotates in the positive direction at the same rotational speed as the rotational speed Ne of the input shaft 1 by the engagement of the clutch C2 and the movement of the sync sleeve S2 toward the clutch K3. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed that is the intersection of the straight line L ₆ and the vertical axis that indicates the rotational speed of the ring gear 45.

The seventh speed (7th) is set by releasing the clutch C1 and engaging the brake B1 from the sixth speed state. The synchro sleeve S1 is located on the clutch K1 side or in the neutral position. The synchro sleeve S2 is still moved to the clutch K3 side. The synchro sleeve S3 is positioned at the neutral position, and the synchro sleeve S4 is positioned on the clutch K6 side. At this time, the second sun gear 46 does not rotate because it is fixedly held by the engagement of the brake B1 and the movement of the sync sleeve S4 toward the clutch K6. The carrier 44 rotates in the positive direction at the same rotational speed as the rotational speed Ne of the input shaft 1 by the engagement of the clutch C2 and the movement of the sync sleeve S2 toward the clutch K3. Therefore, the ring gear 45 rotates in the positive direction at a rotational speed that is the intersection of the straight line L ₇ and the vertical axis that indicates the rotational speed of the ring gear 45.

Reverse (RVS) is set by engaging the clutch C1 and the clutch C2. The sync sleeve S1 is located on the clutch K1 side, and the sync sleeve S2 is located on the clutch K4 side. The synchro sleeve S3 and the synchro sleeve S4 are both in the neutral position. At this time, the second sun gear 46 is rotated at the rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the engagement of the clutch C1 and the movement of the synchro sleeve S1 toward the clutch K1. 1 and the carrier 34 in the same direction (positive direction). The carrier 44 is fixed and held by the movement of the sync sleeve S2 toward the clutch K4 and does not rotate. Therefore, the ring gear 45 rotates in the direction opposite to the input shaft 1 at a rotational speed that is the intersection of the straight line L _RVS and the vertical axis that indicates the rotational speed of the ring gear 45.

  In this embodiment, not only the switching in the clutch C1 and the clutch C2 but also the switching in the clutch C3 and the brake B1 are performed by using the synchronous meshing connection mechanism, and the hydraulic oil is supplied to disengage the clutch mechanism and the brake mechanism. It is possible to eliminate the friction in the engaging element by switching each synchro sleeve to the neutral position without using it.

  Next, the automatic transmission TM3 of the third configuration example will be described with reference to FIGS. As shown in FIG. 8, the automatic transmission TM3 of the third configuration example includes a planetary gear train 330, a planetary gear train 340, a synchronous mesh connection mechanism 350, a synchronous mesh connection mechanism 360, a synchronous mesh connection mechanism 370, and a synchronous mesh connection mechanism. 380, clutches C1 to C3 and brake B1 are provided. The clutches K1 to K4 described below are meshing engagement / disconnection clutches, the clutches C1 to C3 are wet multi-plate clutches, and the brake B1 is a wet multi-plate brake.

  The planetary gear train 330 is a so-called double pinion type planetary gear train, which is provided integrally with the input shaft 1, a sun gear 331 that rotates integrally with the input shaft 1, a pinion 332 that meshes with the sun gear 331, and the pinion 332. A pinion 333 disposed on the outside and meshing with the pinion 332, a ring gear 334 having inner teeth meshing with the pinion 333 and rotatable about a rotation axis coaxial with the rotation axis of the sun gear 331, and the pinion 332 And a carrier 335 for fixing and holding the pinion 333.

  The planetary gear train 340 includes two sun gears composed of a first sun gear 341 and a second sun gear 344 arranged side by side on the same axis as the input shaft 1, three pinion gears composed of pinions 342, 345, 346, and ring gears 343, 347. It comprises two ring gears and a carrier 348.

  The pinion 342 meshes with the first sun gear 341 and revolves while rotating around the first sun gear. The ring gear 343 has internal teeth and meshes with the pinion 342 and can rotate on the same axis as the input shaft 1. The pinion 345 meshes with the second sun gear 344 and can revolve while rotating around the second sun gear 344. The pinion 346 is provided outside the pinion 345, meshes with the pinion 345, and can revolve while rotating around the second sun gear 344. The ring gear 347 has internal teeth and meshes with the pinion 346 and can rotate on the same axis as the input shaft 1. The ring gear 343 and the ring gear 347 are provided so as to be integrally rotatable, and are configured to be engageable with and disengageable from a clutch C1 described later. The pinion 342, the pinion 345, and the pinion 346 are held by a carrier 348 that can rotate on the same axis as the input shaft 1. The carrier 348 is an output element, and is configured integrally with an output counter drive gear 349. The clutch K2 is provided integrally with the second sun gear 344 and can rotate integrally with the second sun gear 344. The clutch K3 can be engaged with a clutch C3 provided integrally with the first sun gear 341 and rotatable on the input shaft 1.

  The ring gear 334 is configured to be freely engaged with and disengaged from the second sun gear 344 by a clutch C2 that can rotate coaxially with the input shaft 1. The connection / disconnection operation of the clutch C <b> 2 is performed by the synchronous meshing connection mechanism 350. Synchronous meshing coupling mechanism 350 has the same configuration as that of a synchronous meshing coupling mechanism generally used in a manual transmission, and has a dog-tooth clutch that can be freely engaged with and disengaged from dog teeth provided on clutch K2, and is integrated with shift fork P2. It has a synchronizer sleeve S2 provided and a synchronizer ring R2 provided integrally with a clutch C2 adjacent to the clutch K2.

  The shift fork P <b> 2 can move left and right in FIG. 8 in response to the driving force of a servo motor 90 that is operated by control of a transmission control device (not shown). When the shift fork P2 moves left and right, the sync sleeve S2 receives a transmission force and can move left and right in FIG. 8, and when the shift fork P2 moves, the sync sleeve S2 moves rightward in FIG. The synchronizer ring R2 is pressed against the clutch K2 by the sync sleeve S2, and the rotations of the clutch C2 and the second sun gear 344 are synchronized. At this time, if the ring gear 334 is engaged with the clutch C2, the rotational driving force is transmitted from the ring gear 334 to the second sun gear 344 side. In a state where the synchro sleeve S2 is in its neutral position, the synchronizer ring R2 is not pressed against the clutch K2 side, and the rotational driving force is not transmitted from the carrier 334 to the second sun gear 344 side.

  The brake B1 can engage with the second sun gear 344, and the clutch K4 is fixed to the casing 20. The second sun gear 344 is fixed and held by a synchronous meshing connection mechanism 380 having a synchronizer ring R4 provided integrally with the brake B1.

  Synchronous meshing connection mechanism 380 has a configuration similar to that of a synchronous meshing connection mechanism that is generally used in manual transmissions, and has a dog-tooth clutch that can be freely engaged with and disengaged from dog teeth provided on clutch K4, and is integrated with shift fork P4. It has a sync sleeve S4 provided and a synchronizer ring R4 formed integrally with a brake B1 adjacent to the clutch K4. The shift fork P4 is movable in the left-right direction in FIG. 8 in response to the driving force of the servo motor 90 that is operated by the control of a shift control device (not shown). The sync sleeve S4 receives a transmission force when the shift fork P4 moves to the left and right and can move left and right in FIG. 8, and when the sync sleeve S4 moves to the right in FIG. 8 from its neutral position, the synchronizer S4 The ring R4 is pressed against the clutch K4, and the brake B1 is fixedly held. At this time, if the second sun gear 344 is engaged with the brake B1, the second sun gear 344 is fixedly held. In a state where the sync sleeve S4 is in its neutral position, the synchronizer ring R4 is not pressed against the clutch K4, and the second sun gear 344 is not fixedly held.

  The input shaft 1 is connected and disconnected with a driving force from the input shaft 1 side to the first sun gear 341 side by a synchronous meshing connection mechanism 370 having a synchronizer ring R3 provided integrally with the input shaft 1. Synchronous meshing coupling mechanism 370 has the same configuration as that of a synchronous meshing coupling mechanism generally used in a manual transmission, and has a dog-tooth clutch that can be freely engaged with and disengaged from a dog tooth provided on clutch K3, and is integrated with shift fork P3. It has a synchronizer sleeve S3 provided and a synchronizer ring R3 formed integrally with the input shaft 1. The shift fork P3 can move left and right in FIG. 8 in response to a driving force of a servo motor 90 that is operated by control of a transmission control device (not shown). The sync sleeve S3 receives a transmission force when the shift fork P3 moves to the left and right and can move left and right in FIG. 8, and when the sync sleeve S3 moves to the left in FIG. 8 from its neutral position, the synchronizer S3 The ring R3 is pressed against the clutch K3, and the rotation of the input shaft 1 and the clutch K5 is synchronized. At this time, if the first sun gear 341 is engaged with the clutch C3, the rotational driving force is transmitted from the input shaft 1 side to the first sun gear 341 side. In the state where the sync sleeve S3 is in its neutral position, the synchronizer ring R3 is not pressed against the clutch K5 side, and the rotational driving force is transmitted from the input shaft 1 side to the first sun gear 341 side. Absent.

  The brake B is fixed to the casing 20, and a clutch K <b> 1 adjacent to the brake B is provided to be able to rotate integrally with the input shaft 1. The connecting / disconnecting operation of the driving force from the input shaft 1 to the ring gear 343 side is performed by the synchronous meshing connection mechanism 360. Synchronous meshing connection mechanism 360 has the same configuration as that of a synchronous meshing connection mechanism that is generally used in manual transmissions, and has a dog-tooth clutch that can be freely engaged with and disengaged from dog teeth provided on clutch K1 and brake B. Shift fork P1 And a synchronizer ring R1 integrally formed with a ring gear 343 and a clutch C1 that is engageable with the ring gear 347 and that is rotatably provided on the input shaft 1. ing. The shift fork P1 can move left and right in FIG. 8 in response to a driving force of a servo motor 90 that is operated by control of a transmission control device (not shown). When the shift fork P1 moves left and right, the sync sleeve S1 receives a transmission force and can move left and right in FIG. 8, and when the shift fork P1 moves, the sync sleeve S1 moves from its neutral position to the right in FIG. The synchronizer ring R1 is pressed against the clutch K1 by the sync sleeve S1, and the rotations of the clutch C1 and the clutch K1 are synchronized. At this time, if the ring gear 343 and the ring gear 347 are engaged with the clutch C1, the rotational driving force is transmitted from the input shaft 1 to the ring gear 343 and the ring gear 347 side.

  When the sync sleeve S1 moves to the left in FIG. 8 from its neutral position, the synchronizer ring R1 is pressed against the brake B by the sync sleeve S1, and the clutch C1 is fixedly held. At this time, if the ring gear 343 and the ring gear 347 are engaged with the clutch C1, the ring gear 343 and the ring gear 347 are fixedly held. When the sync sleeve S1 is positioned at the neutral position, no driving force is transmitted from the input shaft 1 side to the ring gear 343 and the ring gear 347 via the synchronous meshing connection mechanism 360.

  The ring gear 343 and the ring gear 347 are connected to the casing 20 via a one-way brake F, and cause a braking action only for rotation in the forward drive direction. For this reason, when a torque is applied to rotate the carrier 348 in the direction opposite to the rotation of the input shaft 1, the ring gear 343 and the ring gear 347 attempt to rotate in the same direction as the first sun gear 341 and the second sun gear 344. In this case, the rotation of the ring gear 343 and the ring gear 347 is not restricted by the one-way brake F, and the ring gear 343 and the ring gear 347 are allowed to rotate, so that the ring gear 343 and the ring gear 347 freely rotate. Power transmission to the 349 side is not performed.

  In the automatic transmission TM3 configured as described above, the shift control device selectively moves the engagement sleeves C1 to C3 and B1 and the synchro sleeves S1 to S4 as shown in FIG. By performing the control, the forward sixth speed (1st to 6th) and the reverse first speed (RVS) can be set. 9 indicates that the engaging element is in the engaged state, and the columns of the sync sleeves S1 to S4 indicate the moving states of the sync sleeves S1 and S2. Shifting between adjacent shift speeds in the forward speed is performed by keeping one of the two engagement elements engaged, releasing the remaining one, and engaging another engagement element. It is configured as follows. For this reason, gear shifting can be performed smoothly.

  FIG. 10 shows a velocity diagram of the planetary gear train 330 and the planetary gear train 340. Here, the upper speed diagram of FIG. 10 is a speed diagram of the planetary gear train 330, and the lower speed diagram of FIG. 10 is a speed diagram of the planetary gear train 340.

The three vertical axes in the velocity diagram of the planetary gear train 330 indicate the rotational speed N of the carrier 335, the ring gear 334, and the sun gear 331, which are rotational elements constituting the planetary gear train 330, from the left side, and the length of the vertical line Corresponds to the rotation speed N. The ratio of the distance between the carrier 335 and the ring gear 334 to the distance between the carrier 335 and the sun gear 331 is 1: ρ ₆ (ρ ₆ is obtained by dividing the number of teeth of the ring gear 334 by the number of teeth of the sun gear 331. (Predetermined gear ratio).

As described above, the sun gear 331 rotates integrally with the input shaft 1 (rotation speed Ne), and the carrier 335 is fixedly held by the casing 20, so that the ring gear 334 is connected to the input shaft on the vertical line indicating the rotation speed of the sun gear 331. Rotation corresponding to the intersection of the line L ₃₀₀ connecting the point of the rotational speed Ne of 1 and the point where the rotational speed N of the vertical line indicating the rotational speed of the carrier 335 is zero and the vertical axis indicating the rotational speed of the ring gear 334 Rotate in the positive direction by a number. That is, the rotation speed Ne of the input shaft 1, is decelerated by the amount of the rotational speed N _RED planetary gear train 330 is transmitted as a driving force on the side of the synchromesh coupling mechanism 350.

The four vertical axes of the velocity diagram of the planetary gear train 40 indicate the rotational speeds of the first sun gear 341 that is the second sun gear 344, the ring gear 347, and the carrier 348 that constitute the planetary gear train 340 from the left side. In addition to N, the length of the vertical line corresponds to the rotation speed N. Further, a distance between ring gear 347 and the carrier 348, the ratio between the distance of the carrier 348 and first sun gear 341 is 1: a [rho _4. Here, ρ ₄ is a gear ratio obtained by dividing the number of teeth of the ring gear 347 by the number of teeth of the first sun gear 341. And spacing of the ring gear 347 and the carrier 348, the ratio between the distance of the carrier 348 and the second sun gear 344, 1: has a [rho _5. Here, ρ ₅ is a gear ratio obtained by dividing the number of teeth of the ring gear 347 by the number of teeth of the second sun gear 344. The mark ● on the vertical axis represents the number of rotations of each rotating element at each gear stage. The synchro sleeves S1 to S4 are expressed so as to be switched with respect to the engagement elements. The rotation speed N is positive in the direction of rotation of the input shaft 1, and the vehicle moves forward when the carrier 348 as the output element rotates in the positive direction. Hereinafter, each gear stage will be described with reference to FIG.

  First, in the neutral N, the clutch C1, the clutch C2, the clutch C3, and the brake B1 are all released. At this time, the sync sleeve S1 is located at a position between the neutral position (N) and the brake B1. The sync sleeve S2 is located between the neutral position and the clutch K2, but when it is shifted to the first speed (Low) side, it moves toward the neutral position and shifts to the reverse (RVS) side. When changed, it moves to the clutch K2 side. The sync sleeve S3 is located between the neutral position and the clutch K3, but if it is shifted to the first speed (Low) side, it moves to the clutch K3 side and shifts to the reverse (RVS) side. When changed, it moves to the neutral position. The sync sleeve S4 is located at the neutral position.

In the first speed (Low), the clutch C1 and the clutch C3 are respectively engaged, the synchro sleeve S1 is positioned on the brake B side, and the synchro sleeve S2 is positioned in the neutral position. The synchro sleeve S3 is located on the clutch K3 side. The sync sleeve S4 is located between the neutral position and the clutch K4, but if it is shifted to the 2nd speed (2nd) side, it moves toward the clutch K4 side and shifts to the neutral (N) side. When changed, it moves toward the neutral position. At this time, the first sun gear 341 rotates in the forward direction at the same rotational speed Ne as the input shaft 1 by the engagement of the clutch C3 and the movement of the sync sleeve S3 toward the clutch K3. The ring gear 347 does not rotate because it is fixedly held by the engagement of the clutch C1 and the engagement of the brake B. Therefore, the carrier 348 rotates in the positive direction at a rotational speed corresponding to the intersection of the straight line L ₁ and the vertical axis indicating the rotational speed of the carrier 348.

The second speed (2nd) is set by releasing the clutch C1 from the state of the first speed and engaging the brake B1. The sync sleeve S1 is in a position between the brake B and the neutral position, but when the shift change is made from the second speed (2nd) to the third speed (3rd), the sync sleeve S1 moves toward the neutral position. When a shift change is made from the speed (2nd) to the first speed (Low), the vehicle moves toward the brake B side. The sync sleeve S2 is in a position between the clutch K2 and the neutral position. However, when a shift change is made from the second speed (2nd) to the third speed (3rd), the synchro sleeve S2 moves to the clutch K2 side. When a shift change is made from the speed (2nd) to the first speed (Low), it moves toward the neutral position. The synchro sleeve S3 is moved to the clutch K3 side, and the synchro sleeve S4 is positioned on the clutch K4 side. The first sun gear 341 rotates in the forward direction at the same rotational speed Ne as the input shaft 1 by the engagement of the clutch C3 and the movement of the synchro sleeve S3 toward the clutch K3. The second sun gear 344 does not rotate because it is fixedly held by the engagement of the clutch K4 and the engagement of the brake B1. Thus, the carrier 348 is rotated in the forward direction at a rotation speed corresponding to the intersection of the vertical axis represents the rotation speed of the straight line L ₂ and the carrier 348.

The third speed (3rd) is set by releasing the brake B1 and engaging the clutch C2 from the second speed state. The sync sleeve S1 is located between the neutral position and the clutch K1, but when it is shifted from the 3rd speed (3th) to the 4th speed (4th), it moves toward the clutch K1 and moves to the 3rd speed (3th ) To 2nd speed (2nd), it moves toward the neutral position. The synchro sleeve S2 is located on the clutch K2 side, and the synchro sleeve S3 is located on the clutch K3 side. The sync sleeve S4 is located between the neutral position and the clutch K4. However, when the shift change from the third speed (3th) to the fourth speed (4th) is performed, the synchro sleeve S4 moves toward the neutral position and starts from the third speed (3th). When a shift change is made to the second speed (2nd), it moves toward the clutch K4. At this time, the first sun gear 341 rotates in the forward direction at the same rotational speed Ne as the input shaft 1 by the engagement of the clutch C3 and the movement of the sync sleeve S3 toward the clutch K3. The second sun gear 344 has the same rotational speed as that of the input shaft 1 at a rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the movement of the synchro sleeve S2 toward the clutch K2 and the engagement of the clutch C2. It rotates integrally with the ring gear 333 in the positive direction. Therefore, the carrier 348 rotates in the positive direction at a rotation speed corresponding to the intersection of the straight line L ₃ and the vertical axis indicating the rotation speed of the carrier 348.

The fourth speed (4th) is set by releasing the clutch C2 from the state of the third speed and engaging the clutch C1. The sync sleeve S1 is positioned on the clutch K1 side. The sync sleeve S2 is in a position between the clutch K2 and the neutral position, but is shifted from the fourth speed (4th) to the fifth speed (5th) or from the fourth speed (4th). When a shift change is made to the third speed (3rd), the gear moves toward the clutch K2. The synchro sleeve S3 remains moved to the clutch K3 side. The sync sleeve S3 is located at the neutral position. At this time, the first sun gear 341 rotates in the forward direction at the same rotational speed Ne as the rotational speed Ne of the input shaft 1 by the engagement of the clutch C3 and the movement of the synchro sleeve S3 toward the clutch K3, and the ring gear 347 By the engagement and the movement of the synchro sleeve S1 toward the clutch K1, the input shaft 1 rotates in the positive direction at the same rotational speed as the rotational speed Ne. Therefore, the ring gear 45 is rotated in the forward direction at the same rotation speed Ne and the input shaft 1 which is the point of intersection between the vertical axis represents the rotation speed of the straight line L ₄ and the ring gear 45.

The fifth speed (5th) is set by releasing the clutch C3 from the state of the fourth speed and engaging the clutch C2. The synchro sleeve S1 is moved to the clutch K1 side, and the synchro sleeve S2 is positioned on the clutch K2 side. The synchro sleeve S3 is located at a position between the clutch K3 and the neutral position, but when it is shift-changed from the fifth speed (5th) to the sixth speed (6th), it moves toward the neutral position, When a shift change is made from the fifth speed (5th) to the fourth speed (4th), it moves toward the clutch K3. The synchro sleeve S4 is in a position between the clutch K4 and the neutral position, but moves toward the clutch K4 when a shift change is made from the fifth speed (5th) to the sixth speed (6th). When the shift is changed from the 5th speed (5th) to the 4th speed (4th), the vehicle moves toward the neutral position. At this time, the second sun gear 344 is rotated at a rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the engagement of the clutch C2 and the movement of the sync sleeve S2 toward the clutch K2. And the ring gear 334 rotate in the same direction (positive direction). The ring gear 347 rotates in the positive direction at the same rotation speed as the rotation speed Ne of the input shaft 1 by the engagement of the clutch C1 and the movement of the sync sleeve S1 toward the clutch K1. Therefore, the carrier 348 rotates in the positive direction at a rotational speed corresponding to the intersection of the straight line L ₅ and the vertical axis indicating the rotational speed of the carrier 348.

The sixth speed (6th) is set by releasing the clutch C2 and engaging the brake B1 from the fifth speed state. The synchro sleeve S1 is still moved to the clutch K1 side. The synchro sleeve S2 is in a position between the clutch K2 and the neutral position, but moves toward the clutch K2 when a shift change is made from the sixth speed (6th) to the fifth speed (5th). . The synchro sleeve S3 is positioned at the neutral position, and the synchro sleeve S4 is positioned on the clutch K4 side. At this time, the second sun gear 344 is fixedly held by the engagement of the brake B1 and the movement of the synchro sleeve S4 toward the clutch K4. The ring gear 347 rotates in the positive direction at the same rotation speed as the rotation speed Ne of the input shaft 1 by the engagement of the clutch C1 and the movement of the sync sleeve S1 toward the clutch K1. Therefore, the carrier 348 rotates in the positive direction at a rotational speed corresponding to the intersection of the straight line L ₆ and the vertical axis indicating the rotational speed of the carrier 348.

Reverse (RVS) is set by engaging the clutch C1 and the clutch C2. The synchro sleeve S1 is positioned on the brake B side, the synchro sleeve S2 is positioned on the clutch K2 side, and the synchro sleeves S3 and S4 are both positioned in the neutral position. At this time, the second sun gear 344 is rotated at the rotational speed reduced by the rotational speed Nred with respect to the rotational speed Ne of the input shaft 1 by the engagement of the clutch C2 and the movement of the synchro sleeve S2 toward the clutch K2. 1 and the carrier 334 rotate in the same direction (positive direction) as 1. The ring gear 347 is fixed and held by the engagement of the clutch C1 and the movement of the synchro sleeve S1 toward the brake B, and does not rotate. Therefore, the carrier 348 rotates in the direction opposite to the input shaft 1 at a rotational speed that is the intersection of the straight line L _RVS and the vertical axis that indicates the rotational speed of the carrier 348.

  As described above, the automatic transmission according to the present invention has been described using the first to third embodiments. However, according to the automatic transmission according to the present invention, the engagement elements such as the clutch and the brake are disconnected using the synchronous meshing connection mechanism. By performing the contact operation, drag torque due to the viscosity of the hydraulic oil is not generated even in the gear position where the engagement element is in the non-engagement state, and friction loss in the engagement element can be eliminated. is there. Thereby, it is possible to improve the transmission efficiency of the driving force in the automatic transmission.

It is the schematic which shows 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 a figure which shows the relationship between each engagement element and gear stage in the automatic transmission of a 1st structural example. It is a speed diagram which shows the relationship of the speed of each element which comprises the 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 a figure which shows the relationship between each engagement element and gear stage in the automatic transmission of a 2nd structural example. It is a speed diagram which shows the relationship of the speed of each element which comprises the planetary gear train in the automatic transmission of a 2nd structural example. It is a skeleton figure which shows the automatic transmission of a 3rd structural example. It is a figure which shows the relationship between each engagement element and gear stage in the automatic transmission of a 3rd structural example. It is a speed diagram which shows the relationship of the speed of each element which comprises the planetary gear train in the automatic transmission of a 3rd structural example.

Explanation of symbols

TM (TM1-TM3) Automatic transmission B1, B Brake (engaging element)
C1-C3 Clutch F One-way brake H1, H2 Through hole K1-K6 Clutch (engaging element)
P1 to P4 Shift forks S1 to S4 Synchro sleeve 1 Input shaft 4 Output shaft (output member)
DESCRIPTION OF SYMBOLS 10 Power transmission device 20 Casing 30,40,330,340 Planetary gear train 31,331 Sun gear (rotating element)
32,332,333 pinion (rotating element)
33,334 Ring gear (rotating element)
34,335 Carrier 342,345,346 Pinion (rotating element)
41,341 First sun gear (rotating element)
42 Short pinion (rotating element)
43 Long pinion (rotating element)
44,348 Carrier 45,343,347 Ring gear (rotating element)
46,344 Second sun gear (rotating element)
47,349 Counter drive gear 50, 60, 70, 80 Synchronous meshing coupling mechanism (mechanical coupling mechanism)
350, 360, 370, 380 Synchronous meshing coupling mechanism (mechanical coupling mechanism)
90 Servo motor

Claims (2)

A planetary gear type automatic transmission configured to have a planetary gear train, shifting the rotation of an input shaft that is rotated in response to an input rotation, and transmitting a driving force to an output member,
A plurality of rotating elements composing the planetary gear train, and a plurality of adjacent engaging elements capable of detachably connecting or fixing the rotating elements;
There is no shift speed at which the adjacent engagement elements are simultaneously engaged, and there is a shift speed at which the adjacent engagement elements are simultaneously disconnected. Configured such that one of the elements is engaged while the other is not disconnected;
A mechanical connection mechanism for connecting and releasing the plurality of rotating elements by any one of the adjacent engaging elements, or fixing and holding the rotating elements by any one of the adjacent engaging elements; An automatic transmission characterized in that the automatic transmission is configured. The mechanical coupling mechanism is constituted by a synchronous meshing coupling mechanism that synchronizes and couples rotations of the plurality of rotating elements;
The synchronous mesh connection mechanism has a synchro sleeve that is movable from a neutral position to either one of the adjacent engagement elements;
2. The automatic transmission according to claim 1, wherein the synchronization sleeve is set at a neutral position to release the connection of the plurality of rotating elements or to release the fixed holding of the rotating elements.

Images