JP2819468B2 - Automatic transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an automatic transmission including a transmission having a starting device and a planetary gear device.

2. Description of the Related Art An automatic transmission that includes a torque converter as a starting device and a plurality of planetary gear units to achieve five forward speeds and one reverse speed is described in JP-B-63-33021. .

FIGS. 12 (a) and 12 (b) are operation tables of a skeleton and friction engagement elements at each shift speed according to the embodiment of the automatic transmission disclosed in the above publication. The input shaft 51 of the torque converter 50 is connected to the engine, and the output shaft 52 is connected to the input shaft of the transmission to transmit the input to the drum of the clutch K4. The drum of the clutch K4 connects to the drum of the other clutch K3 and the inner race of the one-way clutch F1.

The hub of the clutch K4 is connected via a first intermediate shaft 53 to a carrier 61 of a first planetary gear train, generally designated 60.
The first planetary gear train 60 includes a small-diameter sun gear 62 and a large-diameter sun gear 63, and the small-diameter sun gear 62 includes a short pinion 64.
Meshes with the long pinion 65 through the large diameter sun gear 63
Is a so-called Ravigneaux-type planetary gear train that directly meshes with the long pinion 65 and supports the short pinion 64 and the long pinion 65 with a common carrier 61. The small diameter sun gear 62 is connected to the hub of the clutch K3 and the outer race of the one-way clutch F1 via the second intermediate shaft 54, and the large diameter sun gear 63 is connected to the drum of the brake B1. The first ring gear 66 meshing with the long pinion 65 is connected to the brake B3, and the second ring gear 67 is integrated with the ring gear 71 of the second planetary gear train 70 via the connecting member 68.

The second planetary gear train 70 is a single planetary gear set, and the sun gear 72 is connected to the inner race of the one-way clutch F and to the drum of the clutch K2. A connecting member 69 integral with the carrier 61 of the first planetary gear train 60 connects to the hub of the clutch K2 and the outer race of the one-way clutch F. The drum of this clutch K2 doubles as the drum of brake B2.

The output is taken from the carrier 73 of the second planetary gear train and transmitted to the output shaft 75.

As described above, this automatic transmission includes three brakes, three clutches, and two one-way clutches as frictional engagement elements. This is shown in the table of FIG. In the drawing, the mark x indicates that the friction engagement element is engaged.

In this transmission, the input member is the small-diameter sun gear 62 at the forward low speed stage, but the transmitted torque is maximum at the low speed stage. Therefore, in order to obtain a sun gear having a strength corresponding to the transmission torque capacity, it is necessary to increase the diameter of the sun gear or to increase the width of the sun gear. If the diameter of the entire transmission is increased and the width of the sun gear is increased, the axial dimension of the transmission is increased. In the case of a sun gear input, a large thrust load is applied to the sun gear due to the torsion angle of the gear, and the load on the bearing is large. Also, at low speeds, two pinions need to participate in meshing.

In order to achieve the fifth forward speed by three brakes, three clutches, and two one-way clutches, as is clear from the operation table, the first forward speed is changed to the second speed. At the time of switching, an operation of releasing the clutch K2 and engaging the brake B1 is required. When switching from the second speed to the third speed, an operation of releasing the brake B1 and engaging the clutch K4 is required.

In the case of a so-called jump shift such as a shift from the second speed to the fourth speed or a shift from the fourth speed to the second speed, the four brakes and the clutch are operated simultaneously.

The clutch and brake are operated by a hydraulic servo system, but it is difficult to control the simultaneous switching of a plurality of these friction engagement elements. In particular, appropriate control has become more difficult in consideration of various changes in gear shifting conditions and deterioration with time of frictional engagement elements.

Furthermore, at the 5th speed, which is the highest speed stage, an element that idles occurs in the planetary gear train, but this idle speed reaches twice or more as compared with the input rotational speed, and a load is applied to bearings and the like. Was.

In this conventional example, the arrangement structure and support structure of the shaft are not shown.

[Problems to be Solved by the Invention] An automatic transmission having multiple gear stages needs to have an optimal gear ratio according to the application, and each gear stage can be operated with a smaller number of friction engagement elements. It is desirable to achieve. Among the gear stages, the forward low speed stage transmits a large amount of torque, so it is advantageous to input the torque to the ring gear of the planetary gear train, and at the highest forward speed stage, there occurs an element that idles in the planetary gear train. However, it is desirable to reduce the idling speed as much as possible and to minimize the mass of the idling element as much as possible.

In the case of a multi-stage transmission, the intermediate shaft disposed between the input shaft and the output shaft has a multiplex structure, but a torsional load, a radial load, a thrust load, etc. are applied to the intermediate shaft.
Requires a solid bearing structure.

The present invention provides an automatic transmission that solves the above problems.

[Means for Solving the Problems] In order to solve the above problems, the present invention provides an input shaft (240) for transmitting an output of a starting device, a first, a second, and a third shaft.
And the planetary gear set of (110,120,130),
An output shaft (800) connected to a carrier (133) of a third planetary gear set, wherein the carrier (113) of the first simple planetary gear set is connected to a ring gear (115) of the third simple planetary gear set; 3
The carrier (133) of the simple planetary gear set of the first and the ring gear (12) of the second simple planetary gear set.
5), the sun gear (111) of the first simple planetary gear set is connected to the sun gear (121) of the second simple planetary gear set via a friction engagement element (31), and other friction engagement elements are connected. Third through (12)
The basic means is to connect the sun gear (131) of the simple planetary gear set.

An input shaft (240) supported by members integral with the transmission case (300) via front and rear bearings and an input shaft (240) supported by integral members of the transmission case via front and rear bearings A first intermediate in which the output shaft (800) and the rear end of the input shaft (240) support the front end via a bearing, and the front end of the output shaft (800) supports the rear end via a bearing. Shaft (610)
A second intermediate shaft (620) supported by bearings provided on the outer peripheral portion of the first intermediate shaft (610) at the front and rear, and an outer peripheral portion of the first half of the second intermediate shaft (620) is front and rear. A sleeve (650) supported via a bearing disposed on the second intermediate shaft (620)
A third intermediate shaft (630) that is supported by bearings disposed at the front and rear of the latter half of the first half; a first simple planetary gear set (110) disposed at the front and rear of the case (300); A second and third simple planetary gear sets (120, 130) disposed at the rear are provided, and a first intermediate shaft (61) is provided.
The front of (0) is connected to the carrier (113) of the first simple planetary gear set, the rear forms a ring gear (135) of the third simple planetary gear set, and the rear of the second intermediate shaft (620) is the second intermediate shaft (620). The third simple planetary gear set sun gear (131) is formed, the rear portion of the third intermediate shaft (630) forms the second simple planetary gear set sun gear (121), and the second simple planetary gear set ring gear (125) is formed. ) And the carrier (133) of the third simple planetary gear set are connected to the output shaft (800).

[Operation] By this means, three rows of simple planetary gear sets are combined to have a good gear ratio, and the input member of the forward low speed stage is connected to the ring gear (115) of the first simple planetary gear set and the third gear. A multi-stage automatic transmission that becomes the ring gear (135) of the simple planetary gear set.

In addition, the input shaft (240), output shaft (800) and output shaft (24
0) and the first intermediate shaft (610) supported by the output shaft (800) are solidly supported, and the sleeve (650) supported by the second intermediate shaft (620) and the third intermediate shaft (630) are also solid. Supported by

In addition, each simple planetary gear set (110,120,13
The torsional direction of the gear is set so that the thrust load generated in 0) is canceled in the gear set.

Note that the above reference numerals in parentheses are for comparison with the drawings, but do not limit the configuration in any way.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a sectional view of an automatic transmission embodying the present invention, and FIG. 2 shows a skeleton. First, an overall outline will be described with reference to FIG.

The automatic transmission 1 includes a transmission 3 having a starting device 2 and a planetary gear device. The starting device 2 may be a fluid coupling, an electromagnetic clutch, a multi-plate clutch, or a centrifugal clutch in addition to the torque converter shown in this embodiment. Appropriate means such as a clutch can be selected.

The starting device 2 includes a rear cover 204 connected to a rear portion of a front cover 202 that rotates by driving of an engine, and a pump impeller 206 formed on an inner peripheral wall surface of the rear cover 204. The starting device 2 is disposed to face the pump impeller 206. The provided turbine runner 208 is held by a turbine shell 210, and the turbine shell 210 is connected to an input shaft 240 as an output member of the starting device 2 and an input member of the transmission 3 at an inner peripheral portion thereof. A stator 214 is provided between the pump impeller 206 and the turbine runner 208, and an inner peripheral portion of the stator 214 is connected to an outer race of the one-way clutch 216,
The inner race of the one-way clutch 216 is attached to the outer periphery of the support cylinder 230 as a fixing member. Front cover 202
A rock-up clutch 220 that directly connects the front cover 202 and the turbine shell 210 between the
Is arranged.

The transmission 3 houses a planetary gear train and a friction engagement element in a case 300, and includes three simple planetary gear sets 110, 120, and 130 as the planetary gear train.

Carrier 1 of the first simple planetary gear set 110
13 is connected to the ring gear 135 of the third simple planetary gear set 130, and the carrier 133 of the third simple planetary gear set 130 is connected to the ring gear 125 of the second simple planetary gear set 120 and to the output shaft 800. . The sun gear 131 of the third simple planetary gear set 130 is connected to the carrier 123 of the second simple planetary gear set 120, and is connected via a frictional engagement element to the second simple planetary gear set 120.
Of the sun gear 121.

The friction engagement element has four clutches, two brakes,
Equipped with two one-way clutches, the connection relationship between the friction engagement element and each element of the planetary gear train is as follows.

The input shaft 240 of the transmission 3 is connected to the drum of the first clutch 11 and the drum of the third clutch 13. The first clutch
11 hubs are the first simple planetary gear set 110
Of the third clutch 13 is connected to the sun gear 111 of the first simple planetary gear set 110.
Connect to The hub of the third clutch 13 is the second clutch.
While being connected to the twelve drums, it is further connected to the hub of the fourth clutch 14 and the outer race of the first one-way clutch 31.

The hub of the second clutch 12 is connected via a second intermediate shaft 620 to the sun gear 131 of the third simple planetary gear set 130.
And to the carrier 123 of the second simple planetary gear set 120. The carrier 123 is further connected to the outer race of the second one-way clutch 32 which also serves as the hub of the second brake 22. The inner race of the second one-way clutch 32 is attached to a case 300 which is a stationary member.

The drum of the fourth clutch 14 doubles as the drum of the first brake 21 and is connected to the inner race of the first one-way clutch 31 and the sun gear 121 of the second simple planetary gear set 120 via the third intermediate shaft 630. connect.

Carrier 1 of the first simple planetary gear set 110
13 is connected to the ring gear 135 of the third simple planetary gear set 130 via the first intermediate shaft 610,
133 is the output shaft 800 and the second simple planetary gear set
Connect to 120 ring gear 125.

A first rotation sensor 305 is provided outside the third clutch 13 directly connected to the input shaft 240 to obtain rotation information of the input shaft 240. A second rotation sensor 306 is also provided outside the output shaft 800 to obtain rotation information of the output shaft 800.

FIG. 1 is a sectional view showing a specific structure of the automatic transmission having the skeleton described in FIG.

The starting device 2 that constitutes the automatic transmission 1 is a fluid transmission device and is housed in a housing 200 that opens to the engine side (hereinafter, the engine side is referred to as “front side”). A rear cover 204 is integrally attached to a rear portion of the front cover 202 which rotates by driving of the engine. A pump impeller 206 is formed on the inner peripheral wall surface of the rear cover 204,
Turbine runner 208 disposed opposite pump impeller 206 is held by turbine shell 210. The turbine shell 210 is connected to an input shaft 240 as an output member of the starting device 2 and an input member of the transmission 3 via a connecting member 211 at an inner peripheral portion thereof. A stator 214 is provided between the pump impeller 206 and the turbine runner 208, and the stator 214
Is connected to the outer race 215 of the one-way clutch 216 and the inner race 217 of the one-way clutch 216.
Is attached to the outer periphery of the front end of the support cylinder 230. A lock clutch 220 having a lock piston 222 is disposed between the front cover 202 and the turbine shell 210.

A cylindrical case 300 that accommodates the components of the transmission 3 is connected to the rear part of the housing 200.
The oil pump cover 2
The oil pump housing 260 is mounted via the partition plate 270 and the oil pump housing 260. External gear 2 in oil pump housing 260
An internal gear pump consisting of 62 and an internal gear 264 is housed,
The inner peripheral portion of the external gear 262 is connected to a shaft 266 integrated with the rear cover 204. A central portion of the oil pump cover 250 forms a cylindrical support portion 252 protruding rearward, and a rear outer peripheral portion of the support cylinder 230 is press-fitted and fixed to an inner peripheral portion of the support portion 252.

The support cylinder 230 has bearings 230a and 230 at two fulcrums on its inner peripheral portion.
The input shaft 240 is supported via b, and the rear portion of the input shaft 240 forms a flange portion that expands in the radial direction. A drum 410 for accommodating the third clutch 13 is attached to an outer peripheral portion of the flange portion, and a piston 420 for operating the third clutch 13 is provided in the drum 410. A drum 430 that houses the first clutch 11 is attached to the outer periphery of the rear end of the input shaft 240 via a spline. A piston 440 for operating the first clutch 11 is disposed in the drum 430. Hub 4 of first clutch 11
50 is the ring gear of the first simple planetary gear set
Combined with 115. The hub 460 of the third clutch 13 has a sun gear 111 of the first simple planetary gear set
And become one. The carrier 113 of the first simple planetary gear set is connected to the first intermediate shaft 610. The hub 460 of the third clutch 13 is connected at its outer periphery to a drum 500 containing the second clutch 12 and in which a piston 510 for operating the second clutch 12 is arranged.

The hub 520 of the second clutch 12 connects at its inner periphery to the second intermediate shaft 620. The second intermediate shaft 620 is the first intermediate shaft 61
It is supported concentrically on the outer periphery of the zero. The drum 500 of the second clutch 12 has an inner cylinder portion integrated with a sleeve 650 supported on the outer peripheral portion of the second intermediate shaft 620.

Inside the transmission case 300 is a first central support member 310.
And the second central support member 330 is attached. The inner peripheral portion of the first central support member 310 forms a cylindrical portion projecting forward and backward, and supplies the servo hydraulic pressure to the corresponding drum via the cylindrical portion.

The rear end of the sleeve 650 is connected to the outer race 550 of the first one-way clutch 31, which is integral with the hub of the fourth clutch 14. The outer peripheral surface of the drum 570 accommodating the fourth clutch 14 also serves as the drum of the first flake 21, and a piston 580 for operating the fourth clutch 14 is disposed in the drum 570.

The inner race 700 of the first one-way clutch 31
The third intermediate shaft 630 is supported by the outer peripheral portion of the intermediate shaft 620, and the sun gear 121 of the second single planetary gear set is formed at the rear end of the third intermediate shaft 630.

Carrier 123 of second single planetary gear set
Is spline-engaged with the second intermediate shaft 620, and forms a sun gear 131 of a third simple planetary gear set at the rear end of the second intermediate shaft 620.

Carrier 123 of the second simple planetary gear set
Is connected to the outer race 720 of the second one-way clutch 32, and the outer race 720 also serves as a hub of the second brake 22. The inner race 730 of the second one-way clutch 32 is secured to the second central support member 330 and the second central support member 330
A piston 74 for operating the second brake 22 is provided in the rear wall.
0 is arranged.

The rear end of the first intermediate shaft 610 is supported by the output shaft 800, but expands in a flange shape immediately before the bearing, and has a ring gear 13 of a third simple planetary gear set on its outer periphery.
Form 5 The carrier 133 of the third simple planetary gear set is connected to the ring gear 125 of the second simple planetary gear set and to the output shaft 800.

An inner peripheral portion of a rear wall 360 of the transmission case 300 forms a cylindrical support portion 370, and supports a front portion of the output shaft 800 via a bearing 361a. A rear case 380 is concentrically fixed to the rear end of the case 300 via a spigot engagement portion.
Supports the rear portion of the output shaft 800 via the bearing 381a.
Therefore, the output shaft 800 has two bearings 361a and 381a.
The first intermediate shaft 610 is firmly supported at its front and rear ends by bearings 245a and 245b by the input shaft 240 and the output shaft 800.

Next, a radial support structure and a thrust support structure of members provided in the transmission will be described with reference to FIG.

A first intermediate shaft 610 supported by bearings 254a and 245b on the input shaft 240 and the output shaft 800 connects the carrier 113 of the first simple planetary gear set to the ring gear 135 of the third simple planetary gear set. The two points at the front and rear ends of the second intermediate shaft 620 concentrically disposed on the shaft 615
a, 615b.

The second intermediate shaft 620 is connected at its front end to the hub 520 of the second clutch 12 and forms at its rear end a sun gear 131 of a third simple planetary gear set.

Two shaft members are arranged side by side on the outer peripheral portion of the second intermediate shaft 620. The front sleeve 650 is
The drum 500 accommodating the clutch 12 is connected to the outer race 550 of the first one-way clutch 31, and two points at the front and rear ends are supported by a second intermediate shaft 620 via bearings 621a and 621b.

The inner race 700 of the first one-way clutch 31 is connected to the third intermediate shaft 630 via a spline at the inner periphery thereof, and the rear end of the third intermediate shaft 630 is connected to the second simple planetary gear set. The sun gear 121 is formed.

As described above, the automatic transmission has the input shaft 24 along the shaft center.
0, the first intermediate shaft 610 and the output shaft 800 are disposed, but the input shaft 240
And the output shaft 800 are integrally supported by the transmission case at two points, and the front and rear ends of the first intermediate shaft are firmly supported by the input shaft 240 and the output shaft 800. Is expensive.

The first intermediate shaft 610 supports the second intermediate shaft 620 at two points, and the second intermediate shaft 620 supports the sleeve 650 and the third intermediate shaft 630 at two points, respectively. Can be supported.

Next, the bearing receiving the thrust load is arranged as follows.

A bearing 901 is disposed between the input shaft 240 and the cylindrical support 252 of the oil pump cover 250 fixed to the front of the transmission case 300. The ring gear 11 of the first simple planetary gear set integrated with the input shaft and the hub 450 of the first clutch 11
5, a bearing 902 is provided between the ring gear 115 and the carrier 113. A bearing 904 is provided between the carrier 113, the third clutch hub 460, and the integral sun gear 111, and a bearing 905 is provided between the sun gear 111 and the front end of the second intermediate shaft 620.
Is provided.

The first central support member 310 fixed to the inside of the case 300 of the transmission supports the inner cylinder portion of the drum 570 via a radial bearing 575 on the inner peripheral portion thereof.
A bearing 906 is provided between the inner cylinder portion of the first and the outer race 550 of the first one-way clutch 31. Bearing 90 between outer race 550 and inner race 700 of the first one-way clutch.
7 is provided.

A second central support member 330 secured within the transmission case 300 is in spline engagement with the inner race 730 of the second one-way clutch, while the second central support member 330 and the third
A bearing 908 is disposed between the intermediate shaft 630 and the second simple planetary gear set sun gear 121 integrated with the intermediate shaft 630. Sun gear
A bearing 909 is provided between the carrier 121 and the carrier 123, and the sun gear 131 of the third simple planetary gear set integral with the carrier 123 and the second intermediate shaft 620 is brought into close contact with the first intermediate shaft integral with the sun gear 131 and the ring gear 135. A bearing 910 is provided between 610. Output shaft 80 integrated with link gear 135 and carrier 133
A bearing 911 is provided between the output shaft 800 and the transmission case 300.
A bearing 912 is provided between the rear walls 360 of the vehicle. As described above, a total of 12 thrust bearings are provided.

Now, if the ring gear 115 of the first simple planetary gear set is a right-handed gear, the ring gear of the second simple planetary gear set is a right-handed gear, and the ring gear 135 of the third simple planetary gear set is a left-handed gear, The thrust load applied to each sun gear at the time of driving in the forward stage pushes the ring gear 115 of the first planetary gear set backward and pushes the sun gear 111 forward. Then, the ring gears 125 and 135 of the second and third simple planetary gear sets are pushed forward, and act in a direction of pushing the sun gear 121 and the sun gear 131 backward.

Accordingly, the thrust load of the first simple planetary gear set disposed on the front side of the transmission case 300 is offset between the ring gear 115 and the sun gear 111, and the thrust bearings 903, 904 disposed therebetween smoothly rotate. To guarantee. The forward thrust load transmitted from other members is supported by the support portion 252 of the oil pump cover 250 integrated with the case 300 via the thrust bearings 901 and 902. The thrust loads of the second and third simple planetary gear sets disposed on the rear side are offset between the ring gears 125 and 135 and the sun gears 121 and 131, and the thrust bearings 909 and 910 disposed therebetween ensure smooth rotation. I do. The rearward thrust load transmitted from other members is transmitted to the case 300 via thrust bearings 911 and 912.
Back wall 360 supports.

In this automatic transmission, the number of thrust bearings to be installed can be reduced because the simple planetary gear sets, which are separately installed at the front and rear, are arranged near the members that support the thrust load. it can.

A parking gear 810 is formed on the drum-shaped outer peripheral portion at the front of the output shaft 800, and constitutes a parking brake together with a claw 820 disposed opposite to the gear 810. A drive gear 830 for a speedometer and a flange 840 having a slit around it are attached to the output shaft 800, and rotation information of the output shaft 800 is obtained by a rotation sensor 306. A connecting member 850 is fixed to a rear end of the output shaft by a nut 855.

A hydraulic control device (not shown) is attached to the bottom of the transmission case 300 and is covered with a cover 309 also serving as an oil pan.

As described above, the automatic transmission of the present invention includes four clutches, two brakes, and two one-way clutches as friction engagement elements to achieve five forward speeds and one reverse speed.
Table 1 shows the operating state of each friction engagement element at each shift speed.

Hereinafter, with reference to FIGS. 4 to 10 and Table 1, the operation of the power transmission path, the friction engagement elements, and the gear ratios at each shift speed will be described. In the drawings, the bold line indicates a path for transmitting power, and the hatched part indicates a path for receiving a reaction force.

FIG. 4 shows a shift from neutral to first gear, and FIG.
Achieved by engaging the clutch 11 of FIG.

The rotation of the input shaft 240 drives the ring gear 115 of the first simple planetary gear set via the first clutch 11. Ring gear 115 drives carrier 113 and reverses sun gear 111. The output of the carrier 113 drives the ring gear 135 of the third simple planetary gear set via the first intermediate shaft 610. The sun gear 131 tends to reverse, but this torque is transmitted to the second one-way clutch 32 via the carrier 123 of the second simple planetary gear set, and locks the second one-way clutch.
As a result, a path for receiving a reaction force indicated by oblique lines in FIG. Accordingly, the input of the ring gear 135 is reduced and output to the carrier 133. On the other hand, the reversing force generated in the sun gear 111 of the first simple planetary gear set is
The first one-way clutch 31 is locked to drive the sun gear 121 of the second simple planetary gear set. Since the carrier 123 is stationary, the ring gear 125 is driven, merges with the output of the carrier 133 of the third single planetary gear set, and is transmitted to the output shaft 800.

Now, the ratio of the number of teeth between the sun gear 111 and the ring gear 115 of the first simple planetary gear set is λ ₁ , the sun gear 121 and the ring gear 125 of the second simple planetary gear set
If the ratio of the number of teeth of the third simple planetary gear set λ ₂ and the ratio of the number of teeth of the sun gear 131 and the ring gear 135 of the third simple planetary gear set is λ ₃ , the gear ratio of the first speed is (λ ₁ / λ ₂ ) + (1 + λ ₁ ) × (1 + λ ₃ ).

In the first speed, a large torque is transmitted, but the input is the ring gear 115 of the first simple planetary gear set.
, The member having a large outer diameter can be used as an input member, which is advantageous in strength.

Also, since the one-way clutch 32 is arranged in series in the path receiving the reaction force, it is possible to positively utilize the mechanical shock absorbing action of the one-way clutch to absorb the shift shock at the first speed. it can.

At the time of engine braking, the first one-way clutch 31 and the second one-way clutch 32 tend to idle due to the opposite direction of force transmission, but as shown in Table 1, the first one-way clutch 31 The second clutch 22 disposed in parallel with the fourth clutch 14 and the second one-way clutch 32 disposed in parallel with each other is engaged to maintain the connection state of each path.

FIG. 5 shows a second-speed power transmission path. The shift from the first gear to the second gear is achieved by engaging the second clutch 12.
The input is applied to the ring gear 115 of the first simple planetary gear set as in the case of the first speed. The engagement of the second clutch 12 frees the first one-way clutch 31, and at the same time, the sun gear 111 of the first simple planetary gear set is fixed via the second intermediate shaft 620. Since the first one-way clutch 31 is free from the lock, the shift to the second speed can be achieved smoothly.

The input of the ring gear 115 is reduced and transmitted to the carrier 113, and further reduced between the ring gear 135 and the carrier 133 of the third simple planetary gear set to reduce the output shaft 80.
Drive 0.

The speed ratio of the second speed is represented by (1 + λ ₁ ) × (1 + λ ₃ ).

Even in the second speed where the transmission torque is large, the link gear 115, which is a member having a large diameter, can be used as an input member, and the one-way clutch is interposed in the path for supporting the reaction force. It is advantageous and can absorb shifting shocks.

During the second speed engine braking, the second brake 22 is engaged.

FIG. 6 shows a third-speed power transmission path. The shift from the second speed to the third speed is achieved by opening the second clutch 12 and engaging the third clutch 13. The power of the input shaft 240 is the ring gear of the first simple planetary gear set.
It is simultaneously transmitted to 115 and sun gear 111 to lock the first simple planetary gear set. Input rotation is carrier
The power is transmitted from 113 to the link gear 135 of the third simple planetary gear set via the first intermediate shaft 610. Since the path that receives the reaction force to stop the sun gear 131 is maintained,
Carrier 133 is decelerated and transmitted to output shaft 800.

Third speed gear ratio is represented by 1 + lambda _3.

During engine braking, the second brake 22 is engaged to maintain the reaction force support path.

At the time of shifting from the second speed to the third speed, the second one-way clutch is released and the third clutch is engaged without intervening the operation of the one-way clutch. In general, when shifting such two clutches or brakes at the same time to achieve a shift, if the timing of the shift is shifted, there occurs a problem that the planetary gear train interlocks. For this automatic transmission,
For example, even if the timing of releasing the second clutch 12 is delayed, only the shift to the fourth speed shown in FIG. 7 is required, and no interlocking problem occurs.

FIG. 7 shows a fourth-speed power transmission path. The shift from the third speed to the fourth speed is achieved by engaging the second clutch 12.
The engagement of the second clutch 12 causes the second intermediate shaft 62
The input rotation is applied to the sun gear 131 of the third simple planetary gear set and the carrier 123 of the second simple planetary gear set via 0. At the same time, the first one-way clutch 31 locks and gives an input rotation to the sun gear 121 via the third intermediate shaft 630. This allows the first,
The second and third simple planetary gear sets are all locked, and the input rotation is directly transmitted to the output shaft 800.

 Accordingly, the gear ratio of the fourth speed is 1.

Next, immediately before shifting from the fourth speed to the fifth speed, the automatic transmission switches to the power transmission path shown in FIG. 8 called 4A speed. This switching is not an operation for changing the gear ratio, but an operation for smoothly achieving the shift to the fifth speed, which is achieved by opening the first clutch 11. By this operation, the first intermediate shaft 610 does not participate in the power transmission, but the input is applied to the carrier 123 and the sun gear 121 of the second simple planetary gear set to maintain the direct connection state of the second simple planetary gear set. I do. The gear ratio of 4A is the same as that of 4th, that is, 1.

The first one-way clutch 31 is engaged with the first speed, the fourth speed and the 4A speed.

FIG. 9 shows a fifth-speed power transmission path. The shift from the 4A speed to the 5th speed is achieved by engaging the first brake 21.
When the first brake 21 is engaged, the third intermediate shaft 63
With 0, the sun gear 121 of the second simple planetary gear set is stopped. At this time, the first one-way clutch 31 is brought into the free state from the engagement, and the switching is facilitated. Carrier 12 of the second simple planetary gear set
Since the rotation of the input shaft 240 is given to 3 via the second intermediate shaft 620, the ring gear 125 is driven at an increased speed and transmitted to the output shaft 800.

The fifth gear is overdriven, and the speed ratio is represented by 1 / (1 + λ ₂ ).

In the third simple planetary gear set, the increased rotation is input to the carrier 133, and the ring gear 135 is further rotated at an increased speed. However, since the input rotation is also given to the sun gear 131, the idling speed of the ring gear 135 can be suppressed. This rotation is transmitted to the carrier 113 of the first simple planetary gear set via the first intermediate shaft 610, but the input rotation is also given to the sun gear 111, so that the idling speed of the ring gear 115 can be suppressed. .

At the 5th speed, the first clutch 11 is released and the hub and the drum rotate relative to each other. The hub of the first clutch 11 rotates integrally with the ring gear 115 at the above-described speed increasing ratio. However, since the input rotation is given to the drum of the first clutch 11, the relative rotation between the drum and the hub can be reduced, and the occurrence of drag of the clutch can be suppressed.

As described above, in the automatic transmission according to the present invention, the members having a tendency to increase the speed at the 5th speed that is the overdrive are subjected to measures to reduce the absolute rotation and the relative rotation. The effect of speed can be minimized.

This effect is also apparent from the velocity diagrams of each element shown in FIG.

 FIG. 10 shows a reverse power transmission path.

The shift from neutral to reverse is achieved by engaging the third clutch 13 and the fourth clutch 14 and engaging the second brake 22. An input is applied to the sun gear 121 of the second simple planetary gear set via the third intermediate shaft 630, the carrier 123 is stopped by the second brake 22, and the ring gear 125 is rotated in the reverse direction.

The reverse gear ratio is represented by −1 / λ ₂ .

FIG. 11 is a diagram showing speeds of a sun gear, a carrier, and a ring gear constituting a three-row simple planetary gear set at each shift speed.

In the figure, 1ST, 2ND, 3RD, 4TH, 5TH,
Speed, third speed, fourth speed, fifth speed, and reverse, and when the input speed is set to 1, the speed of the ring gear 125 of the second simple planetary gear set and the carrier 133 of the third simple planetary gear set, which are output members, are displayed. Have been.

Gear ratio λ ₁ , λ of three simple planetary gear sets
_2, lambda ₃ by changing the cross ratio to reduce the difference in gear ratio of each shift speed, or when a wide-ratio to increase the difference in gear ratio, the first speed gear ratio is particularly lowest speed stage However, the first and second speed input members must be connected to the ring gear 11 of the first simple planetary gear set.
Since it is set to 5, when changing gear ratios λ ₁ , λ ₂ , λ ₃ to achieve a wide ratio, there is a large degree of freedom in terms of strength, and a good gear ratio for both cross ratio and wide ratio Obtainable.

Also, at the fifth speed, which is an overdrive, the members that spin at high speed have a low idling speed and a small mass, so that the burden on bearings and the like is small.

[Effects of the Invention] As described above, since the planetary gear device is constituted by a simple planetary gear set, each gear can be easily manufactured, high accuracy can be easily achieved, and generation of vibration, noise, and the like can be suppressed. Is advantageous.

Since the gear train is constituted by rationally combining the three rows of simple planetary gear sets, the gear ratio of the fifth forward speed and the first reverse speed can be set to a good value.

A relatively small number of friction engagement elements, four clutches, two brakes, and two one-way clutches, suffices to achieve a reduction in size and weight. In spite of the small number of elements, the number of elements that are simultaneously switched when the gear is switched is minimized, and no major trouble occurs even when the switching timing is shifted.

In addition, since the ring gear is used as the input member of the forward low speed stage, it is advantageous in terms of strength, and the influence of a member that idles at the highest speed stage is small.

Further, the speed change operation is facilitated by utilizing the one-way clutch, and it is easy to cope with a case where the speed change operation is performed while jumping over an intermediate speed.

Also, all the shaft members, which are power transmission members of the transmission,
Since it is supported at a point, the shaft support rigidity is high, and the durability of the bearing is also improved.

Further, one of the three rows of simple planetary gear sets is disposed at the front of the transmission, and two rows are disposed at the rear, so that the thrust load generated in the simple planetary gear set during forward drive is reduced. Since the torsional directions of the gears are set so that the gears are offset in the gear set and the thrust bearings are provided, the number of bearings can be reduced. Further, since each gear set is disposed near the stationary member, the number of bearings provided up to the stationary member receiving the thrust load can be reduced.

[Brief description of the drawings]

1 is a cross-sectional view of the automatic transmission of the present invention, FIG. 2 is an explanatory view showing an outline of the automatic transmission of the present invention, FIG. 3 is a cross-sectional view of a main part, and FIG. FIG. 5 is an explanatory view showing a power transmission path at the second speed, FIG. 6 is an explanatory view showing a power transmission path at the third speed, and FIG. FIG. 8 is an explanatory view showing a power transmission path at A4 speed, FIG. 9 is an explanatory view showing a power transmission path at 5th speed, and FIG. 10 is a reverse view. FIG. 11 is a diagram showing the speed of each element of a planetary gear train, and FIG. 12 is an explanatory diagram showing a power transmission path in a conventional automatic transmission and the operation of friction engagement elements. It is a table. DESCRIPTION OF SYMBOLS 1 ... automatic transmission, 2 ... starting device, 3 ... transmission, 11 ... 1st clutch, 12 ... 2nd clutch, 13 ... 3rd clutch, 14 ... 4th clutch , 15 ... the fifth clutch, 21 ... the first brake, 22 ... the second brake, 23 ... the third brake, 31 ... the first one-way clutch, 32 ... the second one Directional clutch, 33 ... third unidirectional clutch, 110 ... first simple planetary gear set, 120 ... second simple planetary gear set, 130 ... third simple planetary gear set, 240 ... input shaft, 610 .., A first intermediate shaft, 620, a second intermediate shaft, 630, a third intermediate shaft, 800, an output shaft.

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Masahiro Hayabuchi 10 Takane, Fujii-cho, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Koji Noda 10 Takane, Fujii-cho, Anjo, Aichi Prefecture Aisin・ AW Co., Ltd. (56) References JP-A-47-21562 (JP, A) JP-A-61-70252 (JP, A) JP-A-47-19268 (JP, A) 33021 (JP, B2) US Patent 2,689,490 (US, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 3/44-3/78

Claims (1)

(57) [Claims] An automatic transmission provided with a transmission having a starting device and a planetary gear device, comprising: an input shaft supported by members integrally formed with a case of the transmission via front and rear bearings; An output shaft that is supported by bearings that are integrally disposed with the case via front and rear bearings; a rear end of the input shaft supports a front end through a bearing; and a front end of the output shaft is a rear end through a bearing. A first intermediate shaft that supports the first intermediate shaft, a second intermediate shaft that supports an outer peripheral portion of the first intermediate shaft via a front and rear bearing, and an outer peripheral portion of the first half of the second intermediate shaft that is front and rear. And a third intermediate shaft that is supported by bearings disposed in front and rear of a second half of the second intermediate shaft, and a sleeve that is supported by a rear half of the second intermediate shaft. A first simple planetary gear set, and second and third simple planetary gears disposed at the rear of the case. And a rear portion of the first intermediate shaft is connected to a carrier of the first simple planetary gear set, and a rear portion forms a ring gear of a third simple planetary gear set, and a rear portion of the second intermediate shaft is a third gear shaft. Forming the sun gear of the simple planetary gear set, the rear part of the third intermediate shaft forming the sun gear of the second simple planetary gear set, and the ring gear of the second simple planetary gear set and the carrier of the third simple planetary gear set as the output shaft. And the direction of the thrust load generated in the first simple planetary gear set during the drive of the forward stage offsets between the ring gear and the sun gear via the thrust bearing disposed therebetween, and the second and third gears The direction of the thrust load generated in the simple planetary gear set An automatic transmission, wherein the torsional directions of the gears of each simple planetary gear set are set so as to cancel each other between a ring gear and a sun gear via a last bearing.