JP2009156297A - Vehicular automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve a setting degree of freedom of a ratio, and to reduce friction by eliminating a Ravigneaux type planetary gear unit for transmission and by increasing the number of frictional engagement elements which are fastened when each transmission stage is established. <P>SOLUTION: An automatic transmission T with forward six stages and a backward one stage includes a single pinion type planetary gear unit PUr for deceleration, a planetary gear unit PUs for transmission which is constituted by assembling first and second planetary gear units PU1, PU2 both of which are single pinion types and equipped with four differential rotary elements, wet multi-plate type or band-brake type five frictional engagement elements Ca, Cb, C1, C2 and B1, and one dog clutch D1. Furthermore, the forward six-stage transmission is established by selectively fastening three units among the five frictional engagement elements. Additionally, since the setting degree of freedom of the ratio is high because the Ravigneaux type planetary gear unit is not applied, moreover three units of frictional engagement elements are fastened, loss caused by oil friction can be reduced. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a planetary gear unit for reduction provided with three differential rotating elements, a planetary gear unit for transmission including four differential rotating elements, which is composed of a combination of a first planetary gear unit and a second planetary gear unit, and a wet type. The present invention relates to an automatic transmission for a vehicle in which at least five frictional engagement elements composed of a multi-plate type clutch or brake are arranged around the axis of an input shaft.

By combining a planetary gear unit for speed reduction, a Ravigneaux type planetary gear unit for shifting, and five friction engagement elements comprising a wet multi-plate type clutch or brake, the forward 1st speed to the 6th forward speed and the reverse 1st speed An automatic transmission capable of establishing a gear position is known from Patent Document 1 below.
JP 2000-220703 A

  Incidentally, the Ravigneaux type planetary gear unit for transmission used in Patent Document 1 is a combination of a single-pinion type first planetary gear unit and a double-pinion type second planetary gear unit, and is a double-pinion-type first planetary gear unit. Since one pinion of the two planetary gear unit and the pinion of the single-pinion type first planetary gear unit are composed of a common member or are coupled so that they can rotate together, the ratio can be set freely. There was a problem that the degree was low.

  Also, wet multi-plate clutches or brakes generate almost no friction due to oil dragging in their engaged state, but friction due to oil dragging occurs in their open state. A larger number of joint elements is desirable for reducing friction.

  However, since the automatic transmission described in Patent Document 1 only engages two frictional engagement elements when each shift stage is established, it can tighten more frictional engagement elements in order to reduce friction. Is desirable.

  The present invention has been made in view of the above-described circumstances, and eliminates the Ravigneaux type planetary gear unit for shifting, and increases the number of frictional engagement elements to be fastened when each shift stage is established. The purpose is to improve the ratio setting freedom and reduce friction.

  In order to achieve the above object, according to the first aspect of the present invention, a reduction planetary gear unit including three differential rotation elements, and a combination of a first planetary gear unit and a second planetary gear unit are configured. This is an automatic transmission for a vehicle in which a planetary gear unit for speed change having four differential rotation elements and at least five friction engagement elements made of a wet multi-plate type clutch or brake are arranged around the axis of the input shaft. A third differential rotation element of the first planetary gear unit and a second differential rotation element of the second planetary gear unit are coupled, and the first differential rotation element of the second planetary gear unit and the first planetary gear are connected. The first and second clutches are respectively disposed between the second differential rotating element and the first differential rotating element of the unit, and the front The input shaft is connected to the input element of the speed reduction planetary gear unit, and the output shaft is integrated with the third differential rotation element of the first planetary gear unit and the second differential rotation element of the second planetary gear unit. A third clutch is disposed between the output element of the speed reduction planetary gear unit and the third differential rotation element of the second planetary gear unit, and the input shaft and the first planetary gear unit of the first planetary gear unit. A fourth clutch is disposed between the two differential rotation elements, a first brake is disposed between the second differential rotation element of the first planetary gear unit and the housing, and the input shaft and the second planetary gear unit. A vehicular automatic transmission is proposed in which a fifth clutch is disposed between the first differential rotating element and the first differential rotating element.

  According to the second aspect of the present invention, there are four differential rotating elements that are configured by a combination of a speed reduction planetary gear unit including three differential rotating elements, and a first planetary gear unit and a second planetary gear unit. An automatic transmission for a vehicle, in which a planetary gear unit for transmission provided with at least five frictional engagement elements composed of a wet multi-plate clutch or brake is disposed around the axis of the input shaft, wherein the first planetary gear unit A third differential rotation element of the second planetary gear unit and a second differential rotation element of the second planetary gear unit, and a second differential rotation element of the second planetary gear unit and a second differential rotation of the first planetary gear unit. The first and second clutches are respectively disposed between the element and the first differential rotation element, and the input shaft is connected to the deceleration prop. And connecting the output shaft to an integrated third differential rotation element of the first planetary gear unit and a second differential rotation element of the second planetary gear unit. , Connecting the output element of the planetary gear unit for reduction and the third differential rotation element of the second planetary gear unit, and connecting a third differential rotation element between the input shaft and the second differential rotation element of the first planetary gear unit. A clutch is disposed, a first brake is disposed between the second differential rotation element of the first planetary gear unit and the housing, and a second brake is disposed between the fixed element of the speed reduction planetary gear unit and the housing. A fifth clutch is disposed between the input shaft and the first differential rotation element of the second planetary gear unit. Automatic transmission for a vehicle that is proposed.

  According to a third aspect of the invention, in addition to the configuration of the first or second aspect, the fifth clutch is a dog clutch and is engaged when the reverse gear is established. An automatic transmission is proposed.

  According to the invention described in claim 4, in addition to the configuration of claim 1 or 2, the reduction planetary gear unit has a reduction ratio of less than 1.0, and the rotation of the input shaft There is proposed an automatic transmission for a vehicle characterized in that the number is increased and output.

  The dog clutch D1 of the embodiment corresponds to the fifth clutch of the present invention.

  According to the configuration of claim 1 or claim 3, it is not necessary to configure the speed-change planetary gear unit with a Ravigneaux-type planetary gear unit having a complicated structure and a low ratio setting freedom. Therefore, a Ravigneaux-type planetary gear unit is used. Compared to the case, the degree of freedom in setting the ratio can be increased. Further, by selectively engaging the first and second clutches, the coupling relationship of the four differential rotation elements of the shifting planetary gear unit can be changed to two types, and the degree of freedom in setting the ratio of each gear can be increased. Moreover, since the three frictional engagement elements are fastened at the time of establishment of the respective shift stages, the oil drag resistance is generated as compared with the case where the two frictional engagement elements described in Patent Document 1 are fastened. Thus, the number of frictional engagement elements can be reduced, and loss due to oil friction can be reduced. Furthermore, since the rotational speed of each differential rotating element of the planetary gear unit for speed change can be suppressed lower than that described in Patent Document 1, the capacity of the bearing that supports them can be reduced. Thereby, it can contribute to size reduction of an automatic transmission.

  According to the third aspect of the present invention, the clutch that is engaged when the reverse gear is established is constituted by a dog clutch, so that the loss due to oil friction is reduced compared to the case where it is constituted by a wet multi-plate type. Thus, the efficiency of the automatic transmission can be improved.

  According to the fourth aspect of the present invention, the speed reduction planetary gear unit has a speed reduction ratio of less than 1.0 and increases the rotational speed of the input shaft for output, so that the input torque to the speed change planetary gear unit is Thus, it is not necessary to secure the strength of each differential rotating element more than necessary, and the automatic transmission can be downsized.

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

  1 and 2 show a first embodiment of the present invention. FIG. 1 is a skeleton diagram of a vehicle automatic transmission, and FIG. 2 is a speed diagram of the vehicle automatic transmission.

  As shown in FIG. 1, an automatic transmission T for forward 1st to 6th forward and 1st reverse for an automobile includes a planetary gear unit PUr for reduction composed of a single pinion type planetary gear unit, and a single pinion type planetary gear. A transmission planetary gear unit PUs including a first planetary gear unit PU1 and a second planetary gear unit PU2 each including a unit.

  The reduction planetary gear unit PUr includes a sun gear Sf, a carrier Cf, a ring gear Rf, and a plurality of pinions Pf supported by the carrier Cf and simultaneously meshed with the sun gear Sf and the ring gear Rf. The first planetary gear unit PU1 includes a sun gear Sm, a carrier Cm, a ring gear Rm, and a plurality of pinions Pm supported by the carrier Cm and simultaneously meshed with the sun gear Sm and the ring gear Rm. The second planetary gear unit PU2 includes a sun gear Sr, a carrier Cr, a ring gear Rr, and a plurality of pinions Pr supported by the carrier Cr and simultaneously meshed with the sun gear Sr and the ring gear Rr.

  A power source (not shown), for example, an input shaft IS driven by an engine, is always connected to the sun gear Sf of the speed reduction planetary gear unit PUr, and an output shaft OS that drives a wheel (not shown) is a ring gear Rm of the first planetary gear unit PU1. The second planetary gear unit PU2 is always connected to an integrated carrier Cr.

  The sun gear Sr of the second planetary gear unit PU2 can be coupled to the carrier Cm and the sun gear Sm of the first planetary gear unit PU1 via the first and second clutches Ca and Cb, respectively, and to the input shaft IS via the dog clutch D1. Can be combined. The carrier Cf of the speed reduction planetary gear unit PUr, in which the ring gear Rf is constrained by the housing H, can be coupled to the ring gear Rr of the second planetary gear unit PU2 via the third clutch C1. The carrier Cm of the first planetary gear unit PU1 can be coupled to the input shaft IS via the fourth clutch C2, and can be coupled to the housing H via the first brake B1.

  The first to fourth clutches Ca, Cb, C1, and C2 are all configured by a wet multi-plate type, and the first brake B1 is configured by a wet multi-plate type or a band brake type.

  FIG. 2 shows a speed diagram of the automatic transmission T. The upper speed diagram is that of the first planetary gear unit PU1 of the shifting planetary gear unit PUs, and the middle speed diagram is that of the shifting planetary gear unit PUs. It is for the second planetary gear unit PU2, and the lower speed diagram is for the deceleration planetary gear unit PUr.

  In the reduction planetary gear unit PUr, when the number of teeth of the ring gear Rf is ZRf and the number of teeth of the sun gear Sf is ZSf, an example of the gear ratio i is set to ZRf / ZSf = 1.400.

  In the first planetary gear unit PU1, when the number of teeth of the ring gear Rm is ZRm and the number of teeth of the sun gear Sm is ZSm, an example of the gear ratio j is set to ZRm / ZSm = 2.500.

  In the second planetary gear unit PU2, when the number of teeth of the ring gear Rr is ZRr and the number of teeth of the sun gear Sr is ZSr, an example of the gear ratio k is set to ZRr / ZSr = 2.300.

  In FIG. 1, the first planetary gear unit PU1 of the speed-changing planetary gear unit PUs includes three differential rotation elements of a sun gear Sm, a carrier Cm, and a ring gear Rm, and the second planetary gear unit PU2 includes a sun gear Sr, a carrier Cr, and a ring gear Rr. Although three differential rotation elements are provided, the ring gear Rm of the first planetary gear unit PU1 and the carrier Cr of the second planetary gear unit PU2 are always coupled.

  When the first clutch Ca is engaged, the sun gear Sr of the second planetary gear unit PU2 and the carrier Cm of the first planetary gear unit PU1 are integrated. When the second clutch Cb is engaged, the sun gear Sr of the second planetary gear unit PU2 The sun gear Sm of the one planetary gear unit PU1 is integrated. In this way, two of the six differential rotation elements of the first planetary gear unit PU1 and the three differential rotation elements of the second planetary gear unit PU2 are always integrated. By selectively integrating the other two, the speed-change planetary gear unit PUs has four differential rotation elements.

  In FIG. 2, “engaged state a” indicates a state in which the first clutch Ca is engaged, and “engaged state b” indicates a state in which the second clutch Cb is engaged, and the engaged states of the first and second clutches Ca and Cb. Thus, the shape of the speed diagram of the planetary gear unit for shifting PUs can be changed into two types.

  Table 1 is an operation table of the automatic transmission T according to the first embodiment. In the left column, 1 to 6 represent the first forward speed to the sixth forward speed, and R represents the reverse speed. In addition, a circle indicates that the friction engagement element or the dog clutch D1 is in an engaged state.

  In Table 1, “common ratio” is the ratio of the ratios of the adjacent forward shift speeds, and “range” is the ratio of the ratio between the first forward speed and the sixth forward speed. Each specific numerical value is an example when the above-mentioned tooth number ratio i, j, k is adopted.

  Next, the establishment of each gear stage will be described with reference to the operation table of the automatic transmission T shown in Table 1.

  As is apparent from Table 1, the third clutch C1 is engaged at the first forward speed to the fifth forward speed among the first forward speed to the sixth forward speed and the reverse speed. Since the ring gear Rf of the reduction planetary gear unit PUr is always restrained by the housing H, when the rotation of the input shaft IS is input to the sun gear Sf of the reduction planetary gear unit PUr, the rotation of the carrier Cf of the reduction planetary gear unit PUr is increased. Then, it is transmitted to the ring gear Rr of the second planetary gear unit PU2 via the engaged third clutch C1.

  The rotational speed of the carrier Cf of the speed reduction planetary gear unit PUr at this time is a predetermined rotational speed (hereinafter referred to as a reduced rotational speed N2) decelerated with respect to the rotational speed of the input shaft IS (hereinafter referred to as the full speed rotational speed N1). It becomes.

  Further, in the fourth forward speed to the sixth forward speed, the fourth clutch C2 is engaged, so that the rotation of the input shaft IS is directly transmitted to the carrier Cm of the first planetary gear unit PU1 via the engaged fourth clutch C2. The carrier Cm of the first planetary gear unit PU1 rotates at the full speed N1.

  At the first forward speed, the second forward speed, and the reverse speed, the first brake B1 is engaged, and the carrier Cm of the first planetary gear unit PU1 is restrained by the housing H. At the reverse speed, the dog clutch D1 is engaged, and the sun gear Sr of the second planetary gear unit PU2 is coupled to the input shaft IS.

  When the first forward speed is established, the second clutch Cb, the third clutch C1, and the first brake B1 are engaged.

  By engaging the second clutch Cb, the sun gear Sr of the second planetary gear unit PU2 and the sun gear Sm of the first planetary gear unit PU1 are integrated, and the transmission planetary gear unit PUs is in the engaged state b of FIG. Further, the engagement of the third clutch C1 causes the ring gear Rr of the second planetary gear unit PU2 to rotate at the reduction speed N2, and the engagement of the first brake B1 causes the carrier Cm of the first planetary gear unit PU1 to be constrained by the housing H to rotate. Stop. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes 0, so that the ratio is 6.052. The first gear is established.

  When establishing the second forward speed, the first clutch Ca, the third clutch C1, and the first brake B1 are engaged.

  By engaging the first clutch Ca, the sun gear Sr of the second planetary gear unit PU2 and the carrier Cm of the first planetary gear unit PU1 are integrated, and the speed-change planetary gear unit PUs is in the engaged state a in FIG. Further, the engagement of the third clutch C1 causes the ring gear Rr of the second planetary gear unit PU2 to rotate at the reduction speed N2, and the engagement of the first brake B1 causes the carrier Cm of the first planetary gear unit PU1 to be constrained by the housing H to rotate. Stop. Therefore, in the velocity diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes 0, so that the ratio is forwarded by 3.443. A second gear is established.

  When the forward third speed is established, the first clutch Ca, the second clutch Cb, and the third clutch C1 are engaged.

  By engaging the first clutch Ca and the second clutch Cb, the sun gear Sr of the second planetary gear unit PU2, the carrier Cm of the first planetary gear unit PU1, and the sun gear Sm of the first planetary gear unit PU1 are integrated. The first planetary gear unit PU1 is in a locked state where differential rotation is impossible by integrating the carrier Cm and the sun gear Sm, and the ring gear Rm is also integrated. Since the ring gear Rm is always integrated with the carrier Cr of the second planetary gear unit PU2, the sun gear Sr and the carrier Cr of the second planetary gear unit PU2 are integrated to achieve a locked state in which differential rotation is impossible. The ring gear Rr is also integrated. That is, at the third forward speed, both the first and second planetary gear units PU1 and PU2 are locked. As a result, the rotation of the ring gear Rr of the second planetary gear unit PU2 rotating at the decelerating speed N2 is output as it is to the output shaft OS, and the forward third speed gear stage with a ratio of 2.400 is established.

  When the forward fourth speed is established, the first clutch Ca, the third clutch C1, and the fourth clutch C2 are engaged.

  By engaging the first clutch Ca, the sun gear Sr of the second planetary gear unit PU2 and the carrier Cm of the first planetary gear unit PU1 are integrated, and the speed-change planetary gear unit PUs is in the engaged state a in FIG. Further, the engagement of the third clutch C1 causes the ring gear Rr of the second planetary gear unit PU2 to rotate at the reduction rotational speed N2, and the engagement of the fourth clutch C2 causes the carrier Cm of the first planetary gear unit PU1 to have the same full speed rotational speed as the input shaft IS. Rotate at N1. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, so that the ratio is 1. 685 forward fourth gear is established.

  When the forward fifth speed is established, the second clutch Cb, the third clutch C1, and the fourth clutch C2 are engaged.

  By engaging the second clutch Cb, the sun gear Sr of the second planetary gear unit PU2 and the sun gear Sm of the first planetary gear unit PU1 are integrated, and the transmission planetary gear unit PUs is in the engaged state b of FIG. Further, the engagement of the third clutch C1 causes the ring gear Rr of the second planetary gear unit PU2 to rotate at the reduction rotational speed N2, and the engagement of the fourth clutch C2 causes the carrier Cm of the first planetary gear unit PU1 to have the same full speed rotational speed as the input shaft IS. Rotate at N1. Therefore, in the speed diagram, the rotation speed of the ring gear Rr of the second planetary gear unit PU2 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, so that the ratio is 1. 301 forward fifth gear is established.

  When the sixth forward speed is established, the first clutch Ca, the second clutch Cb, and the fourth clutch C2 are engaged.

  By engaging the first clutch Ca and the second clutch Cb, the sun gear Sr of the second planetary gear unit PU2, the carrier Cm of the first planetary gear unit PU1, and the sun gear Sm of the first planetary gear unit PU1 are integrated. The first planetary gear unit PU1 is in a locked state where differential rotation is impossible by integrating the carrier Cm and the sun gear Sm, and the ring gear Rm is also integrated. Since the ring gear Rm is always integrated with the carrier Cr of the second planetary gear unit PU2, the sun gear Sr and the carrier Cr of the second planetary gear unit PU2 are integrated to achieve a locked state in which differential rotation is impossible. The ring gear Rr is also integrated. That is, at the sixth forward speed, both the first and second planetary gear units PU1, PU2 are locked. As a result, the rotation of the carrier Cm of the first planetary gear unit PU1 rotating at the full-speed rotation speed N1 is output as it is to the output shaft OS, and the forward sixth speed gear stage with a ratio of 1.000 is established.

  When the reverse gear is established, the second clutch Cb, the first brake B1, and the dog clutch D1 are engaged.

  By engaging the second clutch Cb, the sun gear Sr of the second planetary gear unit PU2 and the sun gear Sm of the first planetary gear unit PU1 are integrated, and the transmission planetary gear unit PUs is in the engaged state b of FIG. Further, the carrier Cm of the first planetary gear unit PU1 is restrained by the housing H by the engagement of the first brake B1, and the rotation is stopped, and the sun gear Sr of the second planetary gear unit PU2 is coupled to the input shaft IS by the engagement of the dog clutch D1. Rotates at full speed N1. Therefore, in the speed diagram, the rotation speed of the sun gear Sr of the second planetary gear unit PU2 becomes the full speed rotation speed N1, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes 0, so that the ratio is −2.500. A reverse speed gear is established.

  As described above, according to the present embodiment, the first planetary gear unit PU1 and the second planetary gear unit PU2 constituting the planetary gear unit PUs for shifting are both configured as a single pinion type planetary gear unit, and the Ravigneaux type gear shifting is performed. Since no planetary gear unit is used, the ratio of gear ratios i, j, and k of the first and second planetary gear units PU1, PU2 can be set independently to increase the degree of freedom in setting the ratio. By improving the mechanical transmission efficiency, the fuel consumption rate of the engine can be reduced.

  In addition, by selectively engaging the first and second clutches Ca and Cb, the shape of the speed diagram of the speed change planetary gear unit PUs can be changed into two types, and the degree of freedom in setting the ratio of each speed stage can be increased. Can do. Usually, for this purpose, it is necessary to configure the planetary gear unit for shifting PUs with three planetary gear units. According to this embodiment, the planetary gear units PU1 and the second planetary gear unit PU2 are used as the two planetary gear units PU1 and PU2. Since this can be achieved by the unit, it can contribute to the miniaturization of the automatic transmission T.

  Further, when the first forward speed to the sixth forward speed are established, the three frictional engagement elements out of the total of the five frictional engagement elements are surely engaged. The number of increased frictional engagement elements can be reduced by one compared with that described in Patent Document 1, and the amount of friction can be reduced by that amount, thereby reducing engine fuel consumption. Further, since the clutch that is engaged when the reverse gear is established is constituted by the dog clutch D1, the loss due to oil friction is reduced and the efficiency of the automatic transmission T is improved compared to the case where it is constituted by a wet multi-plate type. Can be improved.

  Furthermore, since the rotational speed of each differential rotating element of the planetary gear unit PUs for shifting can be kept low, especially in the high speed gear stage, compared with that described in Patent Document 1, the capacity of the bearing that supports them. Thus, the automatic transmission T can be reduced in size.

  Next, a second embodiment of the present invention will be described based on FIG. 3 and FIG.

  The second embodiment differs from the first embodiment only in the structure of the speed reduction planetary gear unit PUr. That is, in the first embodiment, the sun gear Sf of the speed reduction planetary gear unit PUr is an input element, the ring gear Rf is a fixed element, and the carrier Cf is an output element. However, in the second embodiment, the speed reduction is performed. The ring gear Rf of the planetary gear unit PUr is an input element, the sun gear Sf is a fixed element, and the carrier Cf is an output element.

  In the first embodiment, the decelerated rotation speed N2 is less than half of the full speed rotation speed N1, but in the second embodiment, the deceleration rotation speed N2 is less than one half of the full speed rotation speed N1. Can also be set larger.

  An example of the tooth number ratio of the second embodiment is i = 1.400, j = 2.500, k = 2.300, and the operation table is as shown in Table 2. In the operation table of the second embodiment, the clutches Ca, Cb, C1, C2, the brake B1, and the dog clutch D1 are engaged in the same state as in the first embodiment, except for the ratio, common ratio, and range values. It is.

  Next, a third embodiment of the present invention will be described with reference to FIGS.

  The third embodiment differs from the first embodiment only in the structure of the speed reduction planetary gear unit PUr. In the first embodiment, the planetary gear unit PUr for reduction is configured with a single pinion type, but in the third embodiment, it is configured with a double pinion type. That is, the carrier Cf supports an outer pinion Pfo and an inner pinion Pfi that mesh with each other, the outer pinion Pfo meshes with the ring gear Rf, and the inner pinion Pfi meshes with the sun gear Sf.

  In the first embodiment, the sun gear Sf of the speed reduction planetary gear unit PUr is an input element, the ring gear Rf is a fixed element, and the carrier Cf is an output element. In the third embodiment, the speed reduction gear is used. The carrier Cf of the planetary gear unit PUr is an input element, the sun gear Sf is a fixed element, and the ring gear Rf is an output element.

  In the structure of the first and second embodiments, the decelerating speed N2 cannot be set to 1/2 with respect to the full speed speed N1, but in the structure of the third embodiment, the full speed speed. The deceleration speed N2 can be set to a region including a half with respect to N1. As a result, the degree of freedom in setting the ratio and common ratio of each gear can be increased.

  An example of the tooth number ratio of the third embodiment is i = 2.000, j = 2.000, k = 1.600, and the operation table is as shown in Table 3. The operation table of the third embodiment is the same as that of the first embodiment except for the ratio, common ratio, and range values, and the clutches Ca, Cb, C1, C2, brake B1, and dog clutch D1 are engaged. It is.

  Next, a fourth embodiment of the present invention will be described with reference to FIGS.

  The fourth embodiment differs from the third embodiment only in the structure of the speed reduction planetary gear unit PUr. That is, in the third embodiment, the carrier Cf of the speed reduction planetary gear unit PUr serves as an input element, the sun gear Sf serves as a fixed element, and the ring gear Rf serves as an output element. The sun gear Sf of the planetary gear unit PUr is an input element, the carrier Cf is a fixed element, and the ring gear Rf is an output element.

  An example of the tooth number ratios i, j, and k and the operation table of the fourth embodiment are the same as those of the third embodiment.

  In the above-described first to fourth embodiments, the first to fourth clutches Ca, Cb, C1 and C2, the first brake B1 and the dog clutch D1 are used to automatically perform forward 1st speed to forward 6th speed and reverse 1st speed. Although the transmission T is configured, in the fifth to eighth embodiments described below, the first to third clutches Ca, Cb, C1, the first and second brakes B1, B2, and the dog clutch D1 are used. Thus, an automatic transmission T having 1st forward speed to 6th forward speed and 1st reverse speed is configured.

  FIGS. 9 and 10 show a fifth embodiment of the present invention. As is clear from a comparison between the first embodiment shown in FIG. 1 and the fifth embodiment shown in FIG. In the first embodiment, the carrier Cf of the planetary gear unit for reduction PUr can be coupled to the ring gear Rr of the second planetary gear unit PU2 via the third clutch C1, but in the fifth embodiment, the carrier Cf for reduction is used. The carrier Cf of the planetary gear unit PUr is always coupled to the ring gear Rr of the second planetary gear unit PU2. In the first embodiment, the ring gear Rf of the speed reduction planetary gear unit PUr is always restrained by the housing H. However, in the fifth embodiment, the ring gear Rf of the speed reduction planetary gear unit PUr applies the second brake B2. Via the housing H.

  The name of the clutch that couples the input shaft IS to the carrier Cm of the first planetary gear unit PU1 is the fourth clutch C2 in the first embodiment, but the third clutch C1 in the fifth embodiment. has been edited.

  Each of the first to third clutches Ca, Cb, C1 is a wet multi-plate type. The first and second brakes B1 and B2 are constructed of a wet multi-plate type or a band type.

  In the first embodiment shown in FIG. 1, when the third clutch C1 is engaged, the carrier Cf of the reduction planetary gear unit PUr outputs the reduction rotation speed N2 to the ring gear Rr of the second planetary gear unit PU2. In the fifth embodiment shown in FIG. 9, since the third clutch C1 is eliminated, the carrier Cf of the speed reduction planetary gear unit PUr is decelerated and rotated by restraining the carrier Rf to the housing H by the second brake B2. The number N2 is output to the ring gear Rr of the second planetary gear unit PU2.

  An example of the tooth number ratio of the fifth embodiment is i = 1.400, j = 2.500, k = 2.300, and the operation table is as shown in Table 4.

  In Table 1 (operation table of the first embodiment), the third clutch C1 is engaged at the first forward speed to the fifth forward speed, but Table 4 (operation table of the fifth embodiment). ), In place of the third clutch C1, the second brake B2 is engaged at the same first forward speed to fifth forward speed. That is, the function of the third clutch C1 of the first embodiment is replaced by the second brake B2 of the fifth embodiment.

  According to the fifth embodiment, in addition to the operational effects of the first embodiment described above, the first embodiment includes four clutches Ca, Cb, C1, C2 and one brake B1. Compared to the configuration, the axial dimension of the automatic transmission T can be reduced by eliminating the third clutch C1 disposed between the planetary gear unit for reduction PUr and the second planetary gear unit PU2.

  FIGS. 11 and 12 show a sixth embodiment of the present invention. In the sixth embodiment, the third clutch C1 of the second embodiment is replaced with a second brake B2.

  An example of the tooth number ratio of the sixth embodiment is i = 1.400, j = 2.500, k = 2.300, and the operation table is as shown in Table 5. The operation table of the sixth embodiment is the same as that of the fifth embodiment except for the ratio, common ratio, and range values, and the clutches Ca, Cb, C1, brakes B1, B2, and dog clutch D1 are engaged. It is.

  FIGS. 13 and 14 show a seventh embodiment of the present invention. In the seventh embodiment, the third clutch C1 of the third embodiment is replaced with a second brake B2.

  An example of the tooth number ratio of the seventh embodiment is i = 2.000, j = 2.000, k = 1.600, and the operation table is as shown in Table 6. The operation table of the seventh embodiment is the same as that of the fifth embodiment except for the ratio, common ratio, and range values, and the clutches Ca, Cb, C1, brakes B1, B2, and dog clutch D1 are engaged. It is.

  15 and 16 show an eighth embodiment of the present invention. In the eighth embodiment, the third clutch C1 of the fourth embodiment is replaced with a second brake B2.

  An example of the tooth number ratios i, j, and k and the operation table of the eighth embodiment are the same as those of the seventh embodiment.

  According to these sixth to eighth embodiments, similarly to the fifth embodiment, the third clutch C1 disposed between the speed reduction planetary gear unit PUr and the second planetary gear unit PU2 is eliminated. The axial dimension of the automatic transmission T can be reduced.

  Next, a ninth embodiment of the present invention will be described with reference to FIGS.

  The ninth embodiment is a modification of the above-described first embodiment (see FIGS. 1 and 2). In the first embodiment, the sun gear Sf of the speed reduction planetary gear unit PUr is used as an input element and a carrier. In the ninth embodiment, the sun gear Sf of the speed reduction planetary gear unit PUr is a fixed element, the carrier Cf is an input element, and the ring gear Rf is an output element, although Cf is an output element and the ring gear Rf is a fixed element. Yes.

  As a result, the speed reduction planetary gear unit PUr performs a reduction (that is, an increase in speed) with a reduction ratio of less than 1.0 with respect to the full speed rotation speed N1 of the input shaft IS, and the speed increase speed N3 greater than the full speed rotation speed N1. Therefore, a torque lower than the input torque is output to the shifting planetary gear unit PUs. As a result, the strength of each differential rotating element of the planetary gear unit PUs for shifting can be reduced, and the automatic transmission T can be reduced in size and weight.

  An example of the tooth number ratio of the ninth embodiment is i = 1.400, j = 2.600, k = 1.600, and the operation table is as shown in Table 7. The operation table of the ninth embodiment is the same as that of the first embodiment except for the ratio, common ratio, and range values, and the clutches Ca, Cb, C1, C2, brake B1, and dog clutch D1 are engaged. It is.

  Next, a tenth embodiment of the present invention will be described with reference to FIGS.

  The tenth embodiment is a modification of the above-described ninth embodiment (see FIGS. 17 and 18), whereas the speed reduction planetary gear unit PUr of the ninth embodiment is a single pinion type. The planetary gear unit PUr for reduction of the tenth embodiment is a double pinion type having an outer pinion Pfo and an inner pinion Pfi, and is different only in that the ring gear Rf is an input element and the carrier Cf is an output element. Yes.

  According to the tenth embodiment, the same effect as that of the ninth embodiment can be achieved.

  An example of the tooth number ratio of the tenth embodiment is i = 2.000, j = 2.000, k = 1.600, and the operation table is as shown in Table 8. The operation table of the tenth embodiment is the same as that of the first embodiment except for the ratio, common ratio, and range values, and the clutches Ca, Cb, C1, C2, brake B1, and dog clutch D1 are engaged. It is.

  Next, an eleventh embodiment of the present invention will be described with reference to FIGS.

  The eleventh embodiment is a modification of the above-described ninth embodiment (see FIGS. 17 and 18). In the ninth embodiment, the planetary gear unit for speed reduction is achieved by engaging the fourth clutch C2. Although the speed increasing speed N3 of the ring gear Rf of PUr is output, in the eleventh embodiment shown in FIG. 21, the fourth clutch C2 shown in FIG. 17 is abolished, so the sun gear Sf is operated by the second brake B2. By constraining to the housing H, the speed increase speed N3 of the ring gear Rf of the speed reduction planetary gear unit PUr is output.

  An example of the tooth number ratios i, j, and k and the operation table of the eleventh embodiment are the same as those of the ninth embodiment.

  Next, a twelfth embodiment of the present invention will be described with reference to FIGS.

  The twelfth embodiment is a modification of the above-described tenth embodiment (see FIGS. 19 and 20). In the tenth embodiment, the fourth clutch C2 is engaged, and the planetary gear for reduction is thus achieved. The speed increase speed N3 of the carrier Cf of the unit PUr is output. However, in the twelfth embodiment shown in FIG. 23, the fourth clutch C2 shown in FIG. Is constrained to the housing H, so that the speed increase speed N3 of the carrier Cf of the speed reduction planetary gear unit PUr is output.

  An example of the tooth number ratio i, j, k and the operation table of the twelfth embodiment are the same as those of the tenth embodiment.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the numerical values of the tooth number ratios i, j, and k and the numerical values of the ratios in each embodiment are merely examples, and can be changed as appropriate.

Skeleton diagram of automatic transmission for vehicle according to first embodiment Speed diagram of vehicular automatic transmission according to first embodiment Skeleton diagram of automatic transmission for vehicle according to second embodiment Speed diagram of vehicular automatic transmission according to second embodiment Skeleton diagram of automatic transmission for vehicle according to third embodiment Speed diagram of vehicular automatic transmission according to third embodiment Skeleton diagram of automatic transmission for vehicle according to fourth embodiment Speed diagram of vehicular automatic transmission according to fourth embodiment Skeleton diagram of automatic transmission for vehicle according to fifth embodiment Speed diagram of automatic transmission for vehicle according to fifth embodiment Skeleton diagram of automatic transmission for vehicle according to sixth embodiment Speed diagram of automatic transmission for vehicle according to sixth embodiment Skeleton diagram of automatic transmission for vehicle according to seventh embodiment Speed diagram of automatic transmission for vehicle according to seventh embodiment Skeleton diagram of automatic transmission for vehicle according to eighth embodiment Speed diagram of automatic transmission for vehicle according to eighth embodiment Skeleton diagram of automatic transmission for vehicle according to ninth embodiment Speed diagram of automatic transmission for vehicle according to ninth embodiment Skeleton diagram of vehicle automatic transmission according to tenth embodiment Speed diagram of automatic transmission for vehicle according to tenth embodiment Skeleton diagram of automatic transmission for vehicle according to eleventh embodiment Speed diagram of automatic transmission for vehicle according to eleventh embodiment Skeleton diagram of vehicle automatic transmission according to twelfth embodiment Speed diagram of automatic transmission for vehicle according to twelfth embodiment

Explanation of symbols

PUr Deceleration planetary gear unit PUs Shift planetary gear unit PU1 First planetary gear unit PU2 Second planetary gear unit Sf Sun gear (first differential rotation element of deceleration planetary gear unit)
Cf carrier (second differential rotation element of the planetary gear unit for reduction)
Rf ring gear (third differential rotation element of planetary gear unit for reduction)
Sm Sun gear (first differential rotating element of the first planetary gear unit)
Cm carrier (second differential rotating element of the first planetary gear unit)
Rm ring gear (third differential rotation element of the first planetary gear unit)
Sr sun gear (first differential rotation element of the second planetary gear unit)
Cr carrier (second differential rotating element of the second planetary gear unit)
Rr ring gear (third differential rotation element of the second planetary gear unit)
Ca 1st clutch Cb 2nd clutch C1 3rd clutch C2 4th clutch B1 1st brake B2 2nd brake D1 Dog clutch (5th clutch)
IS Input shaft OS Output shaft H Housing

Claims (4)

A planetary gear unit for reduction (PUr) comprising three differential rotating elements;
A planetary gear unit for transmission (PUs) configured by a combination of a first planetary gear unit (PU1) and a second planetary gear unit (PU2) and including four differential rotation elements;
At least five frictional engagement elements (Ca, Cb, C1, C2, B1) comprising a wet multi-plate type clutch or brake;
Is an automatic transmission for a vehicle that is arranged around the axis of the input shaft (IS),
Connecting the third differential rotation element (Rm) of the first planetary gear unit (PU1) and the second differential rotation element (Cr) of the second planetary gear unit (PU2);
A first differential rotation element (Sr) of the second planetary gear unit (PU2) and a second differential rotation element (Cm) and a first differential rotation element (Sm) of the first planetary gear unit (PU1). The first and second clutches (Ca, Cb) are arranged between them,
The input shaft (IS) is connected to an input element of the speed reduction planetary gear unit (PUr), and the output shaft (OS) is connected to the third differential rotation element (Rm) of the first planetary gear unit (PU1). Connected to the second planetary gear unit (PU2) integrated with the second differential rotation element (Cr);
A third clutch (C1) is disposed between the output element of the speed reduction planetary gear unit (PUr) and the third differential rotation element (Rr) of the second planetary gear unit (PU2), and the input shaft ( IS) and a second clutch (C2) between the first planetary gear unit (PU1) and the second differential rotation element (Cm),
A first brake (B1) is disposed between the second differential rotating element (Cm) of the first planetary gear unit (PU1) and the housing (H), and the input shaft (IS) and the second planetary gear unit ( The automatic transmission for vehicles, wherein a fifth clutch (D1) is arranged between the first differential rotation element (Sr) of PU2). A planetary gear unit for reduction (PUr) comprising three differential rotating elements;
A planetary gear unit for transmission (PUs) configured by a combination of a first planetary gear unit (PU1) and a second planetary gear unit (PU2) and including four differential rotation elements;
At least five frictional engagement elements (Ca, Cb, C1, B1, B2) comprising a wet multi-plate type clutch or brake;
Is an automatic transmission for a vehicle that is arranged around the axis of the input shaft (IS),
Connecting the third differential rotation element (Rm) of the first planetary gear unit (PU1) and the second differential rotation element (Cr) of the second planetary gear unit (PU2);
A first differential rotation element (Sr) of the second planetary gear unit (PU2) and a second differential rotation element (Cm) and a first differential rotation element (Sm) of the first planetary gear unit (PU1). The first and second clutches (Ca, Cb) are arranged between them,
The input shaft (IS) is connected to an input element of the speed reduction planetary gear unit (PUr), and the output shaft (OS) is connected to the third differential rotation element (Rm) of the first planetary gear unit (PU1). Connected to the second planetary gear unit (PU2) integrated with the second differential rotation element (Cr);
The output element of the speed reduction planetary gear unit (PUr) and the third differential rotation element (Rr) of the second planetary gear unit (PU2) are connected, and the input shaft (IS) and the first planetary gear unit (PU1) are connected. ) Is arranged between the second differential rotating element (Cm) and the third clutch (C1),
A first brake (B1) is disposed between the second differential rotation element (Cm) of the first planetary gear unit (PU1) and the housing (H), and the fixed element and the housing of the deceleration planetary gear unit (PUr) are arranged. (H), a second brake (B2) is disposed between the input shaft (IS) and the first differential rotation element (Sr) of the second planetary gear unit (PU2). A vehicle automatic transmission characterized in that D1) is arranged.   The automatic transmission for a vehicle according to claim 1 or 2, wherein the fifth clutch (D1) is a dog clutch and is engaged when a reverse gear is established.   The speed reduction planetary gear unit (PUr) has a speed reduction ratio of less than 1.0, and outputs a speed increase of the rotation speed of the input shaft (IS). 2. The automatic transmission for a vehicle according to 2.

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