JP3634880B2 - Planetary gear train for automatic transmission and gear transmission for automatic transmission - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a gear transmission for an automatic transmission.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a gear transmission for an automatic transmission that obtains a forward fifth gear is disclosed in Japanese Patent Laid-Open No. 1-224285.
[0003]
In this conventional apparatus, one single pinion planetary gear is added to a four-speed main planetary gear transmission mechanism that uses two single pinion planetary gears to obtain a forward four-speed gear stage. A total of 11 clutches, brakes, one-way clutches, and other engagement / release elements are combined.
[0004]
Of these, clutches and brakes with the addition of the one-way clutch and the one-way clutch for simplifying the shift control and the removal of clutches and brakes added for the purpose of using the engine brake that is not used during coasting. The number of merge / release elements is seven. This number is the minimum number of elements necessary to achieve a shift of 5 forward speeds and 1 reverse speed in practice.
[0005]
The breakdown consists of a minimum of five clutch / brake engagement / release elements (two underdrive stages, one direct connection stage, one overdrive stage), one planetary gear, and a clutch / brake. However, it consists of two required add-on parts, and enables five speeds (underdrive 3 stages, direct connection 1 stage, overdrive 1 stage).
[0006]
[Problems to be solved by the invention]
However, when overdrive is attempted from the first stage to the second stage in the conventional gear transmission for an automatic transmission, it is conceivable to switch the input path of the add-on part to the add-on part. To do this, it is necessary to add two clutches and brakes. Therefore, it is not practical in consideration of the cost and the point of impairing the vehicle mountability.
[0007]
The total number of clutches and brakes required for the add-on type five-speed transmission is seven. However, the weight and size ratio of the entire device is large.・ There is a strong demand to improve vehicle mountability and fuel efficiency.
[0008]
As a matter of course, in order to reduce the total number of clutches and brakes, a combination of a plurality of planetary gears and the structure of the transmission device are examined. Gear ratio), the gear ratios obtained vary depending on whether single pinion type planetary gears or double pinion type planetary gears are used, etc., and they are not all practically usable. The gear trains that are practical are limited by various conditions such as required power performance and cost.
[0009]
In other words, although a vast number of configurations can be devised depending on the combination of planetary gears and how the gear ratio is set, creating a product suitable for practical use required as an automatic transmission for vehicles is accompanied by great difficulty. There's a problem.
[0010]
For example, in Japanese Patent Application Laid-Open No. 50-64660, as shown in FIG. 18, three single pinion type planetary gears, three clutches, and three brakes are used. As shown in FIG. A device is shown that achieves six forward and two reverse shifts by engaging and releasing the.
[0011]
However, this conventional apparatus has the following problems.
[0012]
(1) The gear ratio between gears is not set properly.
[0013]
The horizontal axis represents the position of the rotating member allocated according to the set gear ratio of the planetary gear, the vertical axis represents the rotational speed ratio, and a straight line drawn in the horizontal direction corresponding to rotational speed ratio 0 and rotational speed ratio 1 FIG. 19 shows a collinear diagram drawn by lines connecting the engaged elements with the clutch and brake elements displayed at the intersections.
[0014]
Originally, it is desirable to set the gear ratio between gear stages in a geometric series. This is because, as shown in FIG. 21, the torque band of the engine (the width of the engine torque output from the relationship between the engine torque and the rotation when the throttle opening is constant) is substantially constant without being affected by the gear stage, and the output shaft torque Changes at a substantially constant ratio according to the gear stage, and the engine rotation changes almost the same, which feels comfortable for the driver.
[0015]
However, according to FIG. 19, the gear ratio between the gear stages is not a geometric series, and in particular, the fifth gear, the sixth gear, the third gear, and the fourth gear are wide. Will not be able to use parts with good engine characteristics. In particular, the 5th and 6th speeds have a high frequency of shifts and should be noticeable.
[0016]
Therefore, if the gear ratio of the planetary gear is set so that the vertical axis of the fifth rotating member {circle around (5)} is shifted to the right in the drawing in order to narrow the third and fourth speeds, the third and fourth speeds are narrowed at the same time. The 4th and 5th speeds are narrower, and the 5th and 6th speeds are even wider than the current situation.
[0017]
In this way, in the gear train in which the power transmission paths of the gears are always connected, the selection ratio of the gear ratio is small, and the gear ratio must be set in a compromise manner as shown in FIG.
[0018]
(2) Member rotation that is not involved in gear shifting becomes abnormally high.
[0019]
The rotating members {circle around (1)} and {circle around (5)} in the collinear chart shown in FIG. 19 have an unusually high rotation at the 5th speed, 6th speed, and 2nd reverse speed. Otherwise, there is a risk of poor transmission due to high rotation (such as poor clutch operation due to centrifugal hydraulic pressure).
[0020]
The present invention has overcome the above-described problems and has created a device suitable for practical use. In this regard, the following points have been considered.
[0021]
1) Considering that shifting the two clutches and brakes from the engaged state to the disengaged state or from the disengaged state to the engaged state worsens the shift shock or requires complex control to reduce the shift shock, One clutch or brake is switched from an engaged state to a released state or from a released state to an engaged state between adjacent gears.
[0022]
2) In order to simplify the configuration and suppress the cost increase, a configuration in which only three single pinion type planetary gears are combined without using a double pinion type planetary gear is adopted.
[0023]
3) The total number of clutches and brakes is 6 in the minimum, and the configuration is such that 6 forward stages (underdrive 3 stages, direct connection 1 stage, overdrive 2 stages) and reverse 1 stage or more can be realized. This is because a compact and lightweight configuration and cost reduction are strongly considered.
[0024]
4) Since the add-on type has a structure in which the add-on part is coupled to the main body part, in consideration of small size, light weight, and cost, means for coupling the add-on part and a wall separating the main body part and the add-on part. It is disadvantageous, such as being necessary. Therefore, we decided to use integral type.
[0025]
5) By making the gear ratios between the transmission gear stages line up in a geometric series, consideration was given to make the engine easier to operate by reducing variations in engine rotation before and after the gear shift.
[0026]
An object of the present invention is to provide a planetary gear train for an automatic transmission and a gear transmission for an automatic transmission that can easily reduce a shift shock, can easily perform a shift control, have excellent power performance, and have a simple configuration. There is to do.
[0027]
[Means for Solving the Problems]
In order to achieve the above object,Gear transmission for automatic transmissionThen, as shown in the claim correspondence diagram of FIG. 1, the first sun gear, the first ring gear, and a single pinion type equipped with a first carrier that holds a pinion that meshes with both gears.With the first planetary gearThe second sun gear, the second ring gear, and a single pinion type equipped with a second carrier for holding a pinion that meshes with both gears.With the second planetary gearA single pinion type comprising a third carrier that holds a third sun gear, a third ring gear, and a pinion that meshes with both gears.With the third planetary gearThe first carrier, the second carrier, and the third ring gear are coupled together.3 element linked members,The first ring gear and the second sun gearAnd connect togetherWith two-element linked membersThe aboveWith two-element linked membersWith the third sun gearConnect / disconnect clutchSelectively connect viaClutch interposing connection member,In the planetary gear train for an automatic transmission comprising: the third sun gear, the third carrier, the three element connecting member, the second ring gear, and the first sun gear, respectively, a first rotating member, a second rotating member, a third rotating member, 4 rotation member and 5th rotation member are connected, said 1st rotation member, 3rd rotation member, and 5th rotation member are each connected to the input shaft via the clutch, and said 4th rotation member and 5th rotation member are connected. Each connected to the case via a brake, the second rotating member connected to the output shaft,One gear stageOf the clutchShift control that obtains a plurality of gear stages by a combination of disengagement control law that does not cause double switching in adjacent gear stages, and is obtained by a combination of disengagement or contact and engagement of three or two of three clutches and two brakes Means are provided.
[0028]
3. A gear transmission for an automatic transmission according to claim 2, wherein a first sun gear, a first ring gear, a single pinion type first planetary gear comprising a first carrier holding a pinion meshing with both gears, and a second sun gear. And a second ring gear, a single pinion type second planetary gear comprising a second carrier for holding a pinion meshing with both gears, a third sun gear, a third ring gear, and a third pinion for meshing with both gears. A single pinion type third planetary gear provided with a carrier, a three-element connecting member for integrally connecting the first carrier, the second carrier, and the third ring gear, and the first sun gear and the second ring gear are integrally connected. A two-element connecting member that selectively connects the two-element connecting member and the third sun gear via a connection / disconnection clutch. ,A planetary gear train for an automatic transmission comprising: the third sun gear; a third carrier;3 element linked members,First ring gear, second sun gear,2-element linked memberThe first rotating member, the second rotating member, the third rotating member, the fourth rotating member, the fifth rotating member, and the sixth rotating member are connected to each other, and the third rotating member, the fifth rotating member, and the sixth rotating member are connected. The first rotating member and the second rotating member are connected to the case via the brake, the fourth rotating member is connected to the output shaft, and one gear stage is connected to the input shaft via the clutch.Of the clutchShift control that obtains a plurality of gear stages by a combination of disengagement control law that does not cause double switching in adjacent gear stages, and is obtained by a combination of disengagement or contact and engagement of three or two of three clutches and two brakes Means are provided.
[0030]
[Action]
The operation of the first invention will be described.
[0031]
Of the single pinion type first planetary gear a, second planetary gear b, and third planetary gear c, the first carrier, the second carrier, and the third ring gear are integrally coupled by a three-element coupling member d. One ring gear and the other sun gear of the first planetary gear a and the second planetary gear b are integrally connected by a two-element connecting member e. When the connection / disconnection clutch f is selected to be disconnected, the two-element connecting member e and the third sun gear are disconnected, and when the connection / disconnection clutch f is selected to be connected, the two-element connection member e and the third sun gear are integrated. Connected to
[0032]
That is, two of the nine rotating elements of each planetary gear a, b, c are reduced by the three-element connecting member d, and one is reduced by the two-element connecting member e. When the connection / disconnection clutch f is selected to be disconnected, a planetary gear train having 9-2 pieces-1 = 7 rotational elements is formed. When the connection / disconnection clutch f is selected to be connected, the two-element connecting member e is selected. And the third sun gear are integrally connected to form a planetary gear train having 9-2 pieces-2 pieces = 6 rotation elements.
[0033]
Therefore, input members, output members, and cases are added to the rotating members connected to these rotating elements to form 10 or 9 members, and the members are connected together or not connected at all, or the clutch or brake Or the like through the engagement elements such as the like, and by controlling the engagement / release of the plurality of engagement elements provided, a rotation situation with different speed ratios is obtained between the input member and the output member. be able to.
[0034]
In this case, the power transmission paths of the planetary gears a, b, and c are not always connected to each other, and the power transmission path can be selected by connecting / disconnecting the connection / disconnection clutch f. The degree of freedom in setting the gear ratio is increased, and the gear ratios between the respective gears can be arranged in a geometric series.
[0035]
Further, by using the connection / disconnection of the connection / disconnection clutch f, it is possible to prevent the member rotation not involved in the shift from becoming abnormally high.
[0037]
The first ring gear and the second sun gear are integrally connected by the two-element connecting member e of the planetary gear train for automatic transmission.
[0038]
The third sun gear, the third carrier, the three element connecting member d, the second ring gear, and the first sun gear include a first rotating member, a second rotating member, a third rotating member, a fourth rotating member, and a fifth rotating member, respectively. The members are connected, the first rotating member, the third rotating member, and the fifth rotating member are connected to the input shaft through the clutch, respectively, and the fourth rotating member and the fifth rotating member are connected to the case through the brake, respectively. The second rotating member is connected to the output shaft to constitute a gear transmission mechanism for an automatic transmission.
[0039]
With respect to this gear transmission mechanism, one gear stage is obtained by a combination of disengagement or engagement of the connection / disengagement clutch f and engagement of three or two of the three clutches / two brakes by transmission control by the transmission control means. A plurality of gear stages can be obtained by the disengagement control law that does not cause double switching between adjacent gear stages.
[0040]
For example, when six forward gears and one reverse gear are set from a plurality of settable gears, there is a demand for a device that can easily reduce shift shocks, easily perform shift control, have excellent power performance, and have a simple configuration. Satisfy all performance.
[0041]
First2The operation of the invention will be described.
[0042]
The first sun gear and the second ring gear are integrally connected by the two-element connecting member e of the planetary gear train for automatic transmission.
[0043]
The third sun gear, the third carrier, the three element connecting member d, the first ring gear, the second sun gear, and the two element connecting member e include a first rotating member, a second rotating member, a third rotating member, and a fourth element, respectively. The rotating member, the fifth rotating member, and the sixth rotating member are connected, and the third rotating member, the fifth rotating member, and the sixth rotating member are respectively connected to the input shaft through the clutch, and the first rotating member and the second rotating member are connected. Each member is connected to the case via a brake, and the fourth rotating member is connected to the output shaft, thereby constituting a gear transmission mechanism for an automatic transmission.
[0044]
With respect to this gear transmission mechanism, one gear stage is obtained by a combination of disengagement or engagement of the connection / disengagement clutch f and engagement of three or two of the three clutches / two brakes by transmission control by the transmission control means. A plurality of gear stages can be obtained by the disengagement control law that does not cause double switching between adjacent gear stages.
[0045]
For example, when six forward gears and one reverse gear are set from a plurality of settable gears, there is a demand for a device that can easily reduce shift shocks, easily perform shift control, have excellent power performance, and have a simple configuration. Satisfy all performance.
[0046]
【Example】
Embodiments of the present invention will be described below with reference to the drawings.
[0047]
(First embodiment)
First, the configuration will be described.
[0048]
FIG. 2 claims1It is a skeleton figure which shows the gear transmission mechanism for automatic transmissions of 1st Example corresponding to description invention.
[0049]
In FIG. 2, PG1 is a first planetary gear, PG2 is a second planetary gear, PG3 is a third planetary gear, M1 is a three-element connecting member, M2 is a two-element connecting member, and M3 is a clutch-interposed connecting member. The planetary gear train configured will be described.
[0050]
The first planetary gear PG1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier P1 holding a pinion that meshes with both the gears S1 and R1.
[0051]
The second planetary gear PG2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier P2 that holds a pinion that meshes with both the gears S2 and R2.
[0052]
The third planetary gear PG3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier P3 that holds a pinion that meshes with both the gears S3 and R3.
[0053]
The three-element connecting member M1 is a member that integrally connects the first carrier P1, the second carrier P2, and the third ring gear R3.
[0054]
The two-element connecting member M2 is a member that integrally connects the first ring gear R1 and the second sun gear S2.
[0055]
The clutch interposition connecting member M3 is a member that selectively connects the two-element connecting member M2 and the third sun gear S3 via a first clutch C1 (corresponding to the connecting / disconnecting clutch f).
[0056]
When the planetary gear train is used as a gear transmission mechanism for an automatic transmission, a rotating member and an engagement element added to the planetary gear train will be described.
[0057]
The third sun gear S3, the third carrier P3, the three-element connecting member M1 (first carrier P1), the second ring gear R2, and the first sun gear S1 include the first rotating member A, the second rotating member B, and the third The rotating member C, the fourth rotating member D, and the fifth rotating member E are connected.
[0058]
The first rotating member A, the third rotating member C, and the fifth rotating member E are connected to the input shaft IS via a second clutch C2, a third clutch C3, and a fourth clutch C4, respectively.
[0059]
The fourth rotating member D and the fifth rotating member E are connected to the case K via the first brake B1 and the second brake B2, respectively.
[0060]
The second rotating member B is directly connected to the output shaft OS.
[0061]
One gear stage is obtained by a combination of engagement or release of the first clutch C1 and three or two engagements of the three clutches C2, C3, C4 and the two brakes B1, B2. In addition, shift control means (not shown) (full hydraulic control type or electronic control + hydraulic control type) that obtains a reverse gear stage with six forward speeds by disengagement control that is not double-changed between adjacent gear speeds. The automatic transmission gear transmission mechanism is connected.
[0062]
Next, the operation will be described.
[0063]
[First speed gear stage]
The first gear is obtained by engaging the second clutch C2, the fourth clutch C4, and the first brake B1, as shown in the engagement logic table of FIG.
[0064]
In this first speed gear stage, the fourth rotating member D is in a fixed state by the engagement of the first brake B1, and the two-element connecting member M2 is disconnected from the clutch interposing connecting member M3 by releasing the first clutch C1. Become free.
[0065]
As a result of the engagement of the second clutch C2 and the fourth clutch C4, the power transmission path from the input shaft IS to the third planetary gear PG3 becomes the input shaft IS → second clutch C2 → first rotating member A → clutch interposition. The path from the connecting member M3 to the third sun gear S3 of the third planetary gear PG3 and the input shaft IS → the fourth clutch C4 → the fifth rotating member E → the first planetary gear PG1 → the three element connecting member M1 → the third planetary gear. PG3 is a two-way route to the third ring gear R3. In the third planetary gear PG3, the third carrier P3 → second rotating member B → output is defined by the rotation of the third ring gear R3 and the third sun gear S3. It is transmitted to the shaft OS, and the underdrive gear ratio of the first gear is determined.
[0066]
Incidentally, the alignment chart at the first speed gear stage is as shown at 1st in FIG. In FIG. 3, A, B, C, D, and E are rotation members, arrows indicate input, double circles indicate output, black circles indicate clutch engagement, and black triangles indicate brake engagement.
[0067]
[2nd gear stage]
The second speed gear stage releases the fourth clutch C4 in the first speed gear stage, engages the first clutch C1, and as shown in the engagement logic table of FIG. 4, the first clutch C1 and the second clutch It is obtained by engaging C2 and the first brake B1.
[0068]
In this second speed gear stage, the fourth rotating member D is fixed by the engagement of the first brake B1, and the two-element coupling member M2 and the clutch interposition coupling member M3 rotate integrally by the engagement of the first clutch C1. It becomes a state.
[0069]
As a result of the engagement of the second clutch C2, the power transmission path from the input shaft IS to the third planetary gear PG3 is changed from the input shaft IS to the second clutch C2 to the first rotating member A to the clutch interposed connecting member M3. It is divided into two systems from the clasp interposing connection member M3. That is, the path transmitted from the clutch intervening connecting member M3 to the third sun gear S3, and the clasp intervening connecting member M3 → the two element connecting member M2 → the first planetary gear PG1 → the three element connecting member M1 → the third ring gear R3. In the third planetary gear PG3, the transmission path is defined by the rotation of the third ring gear R3 and the third sun gear S3, and is transmitted from the third carrier P3 to the second rotating member B to the output shaft OS. The underdrive gear ratio of the gear stage is determined. Incidentally, the alignment chart at the second speed gear stage is as indicated by 2nd in FIG.
[0070]
[Third speed gear stage]
The third speed gear stage releases the first brake B1 in the second speed gear stage, engages the second brake B2, and, as shown in the engagement logic table of FIG. 4, the first clutch C1 and the second clutch It is obtained by engaging C2 and the second brake B2.
[0071]
In this third speed gear stage, the fifth rotating member E is fixed by the engagement of the second brake B2, and the two-element connecting member M2 and the clutch interposing connecting member M3 rotate integrally by the engagement of the first clutch C1. It becomes a state.
[0072]
The power transmission path from the input shaft IS to the output shaft OS due to the engagement of the second clutch C2 is the same as that of the second speed gear stage. However, in the second speed gear stage, the rotation of the third ring gear R3 is defined by the engagement of the first brake B1, whereas in the third speed gear stage, the rotation of the third ring gear R3 is performed by the engagement of the second brake B2. Is defined. Incidentally, the alignment chart at the third speed gear stage is as shown by 3rd in FIG.
[0073]
[4th gear stage]
The fourth speed gear stage releases the second brake B2 at the third speed gear stage, engages the third clutch C3, and as shown in the engagement logic table of FIG. 4, the first clutch C1 and the second clutch It is obtained by engaging C2 and the third clutch C3.
[0074]
In this fourth speed gear stage, the first rotary member A and the third rotary member C are integrally rotated with the input shaft IS by the engagement of the second clutch C2 and the third clutch C3, and the first clutch C1 is engaged by the engagement of the first clutch C1. The two-element connecting member M2 and the clutch interposing connecting member M3 are also integrally rotated with the input shaft IS.
[0075]
Therefore, the first rotating member M1 connected to the third rotating member C is also integrally rotated with the input shaft IS, all the members are rotated in the same manner, and the output shaft OS connected to the second rotating member B is the input shaft IS. The rotation speed is the same, and the gear ratio of the fourth gear is 1. Incidentally, the alignment chart at the fourth speed gear stage is as shown at 4th in FIG.
[0076]
[5th gear stage]
The fifth speed gear stage releases the second clutch C2 in the fourth speed gear stage, engages the second brake B2, and, as shown in the engagement logic table of FIG. 4, the first clutch C1 and the third clutch It is obtained by engaging C3 and the second brake B2.
[0077]
In this fifth speed gear stage, the fifth rotating member E is fixed by the engagement of the second brake B2, and the two-element coupling member M2 and the clutch interposition coupling member M3 rotate integrally by the engagement of the first clutch C1. It becomes a state.
[0078]
As a result of the engagement of the third clutch C3, the power transmission path from the input shaft IS to the third planetary gear PG3 is transmitted from the input shaft IS → the third clutch C3 → the third rotating member C → the first carrier P1, The first carrier P1 is divided into two systems. That is, the path transmitted from the first carrier P1 → the three element connecting member M1 → the third ring gear R3 and the first carrier P1 → the first pinion → the first ring gear R1 → the two element connecting member M2 → the first clutch C1 → the clutch. This is a path transmitted from the intervening connecting member M3 to the third sun gear S3. In the third planetary gear PG3, the third carrier P3 → the second rotating member B is defined by the rotation of the third ring gear R3 and the third sun gear S3. → Transmitted to the output shaft OS to determine the overdrive gear ratio of the fifth gear. Incidentally, the nomographic chart at the fifth gear stage is as shown at 5th in FIG.
[0079]
[Sixth gear stage]
The sixth speed gear stage releases the second brake B2 in the fifth speed gear stage, engages the first brake B1, and, as shown in the engagement logic table of FIG. 4, the first clutch C1 and the third clutch It is obtained by engaging C3 and the first brake B1.
[0080]
In the sixth gear, the fourth rotating member D is fixed by the engagement of the first brake B1, and the two-element connecting member M2 and the clutch interposing connecting member M3 rotate integrally by the engagement of the first clutch C1. It becomes a state.
[0081]
The power transmission path from the input shaft IS to the output shaft OS due to the engagement of the third clutch C3 is the same as that of the fifth gear. However, in the fifth gear, the rotation of the third ring gear R3 and the third sun gear S3 is regulated by the engagement of the second brake B2, whereas in the sixth gear, the first brake B1 is engaged. The rotation of the 3-ring gear R3 and the third sun gear S3 is defined. Incidentally, the nomographic chart at the sixth gear stage is as shown at 6th in FIG.
[0082]
[Reverse gear stage]
The reverse gear stage is obtained by engaging the first clutch C1, the fourth clutch C4, and the first brake B1, as shown in the engagement logic table of FIG.
[0083]
In this reverse gear stage, the fourth rotating member D is fixed by the engagement of the first brake B1, and the two-element connecting member M2 and the clutch interposed connecting member M3 are integrally rotated by the engagement of the first clutch C1. Become.
[0084]
As a result of the engagement of the fourth clutch C4, the power transmission path from the input shaft IS to the third planetary gear PG3 is transmitted from the input shaft IS → the fourth clutch C4 → the first sun gear S1 → the first carrier P1. There are two systems from one carrier P1. That is, the path transmitted from the first carrier P1 → the three element connecting member M1 → the third ring gear R3 and the first carrier P1 → the first pinion → the first ring gear R1 → the two element connecting member M2 → the first clutch C1 → the clutch. This is a path transmitted from the intervening connecting member M3 to the third sun gear S3. In the third planetary gear PG3, the third carrier P3 → the second rotating member B is defined by the rotation of the third ring gear R3 and the third sun gear S3. → The transmission is transmitted to the output shaft OS, and the gear ratio is determined by the reverse rotation of the reverse gear. Incidentally, the alignment chart at the reverse gear stage is as shown by Rev in FIG.
[0085]
[Each gear speed ratio]
Gear ratio ρ of the first planetary gear PG1₁  (= Z_S1/ Z_R1), Gear ratio ρ of the second planetary gear PG2₂  (= Z_S2/ Z_R2), Gear ratio ρ of the third planetary gear PG3₃  (= Z_S3/ Z_R3), The gear ratios are as follows.
[0086]
First speed gear ratio n1
n1 = 1 + 1 / (ρ₃  −ρ₁・ Ρ₂  −ρ₁・ Ρ₂・ Ρ₃  )
2nd speed gear ratio n2
n2 = 1 + 1 / {ρ₃  + Ρ₁(1 + ρ₃)}
3rd speed gear ratio n3
n3 = {1 + ρ₃  + (1 + ρ₃) / Ρ₂  } / {Ρ₃  + (1 + ρ₃) / Ρ₂  }
Fourth speed gear ratio n4 = 1
n4 = 1
5th speed gear ratio n5
n5 = (1 + ρ₃  ) / (1 + ρ₃  + Ρ₂・ Ρ₃  )
6th speed gear ratio n6
n6 = ρ₁・ (1 + ρ₃  ) / {Ρ₃  + Ρ₁(1 + ρ₃  )}
Reverse gear speed ratio nR
nR = (1 + ρ₃  −ρ₁・ Ρ₂  −ρ₁・ Ρ₂・ Ρ₃  ) / Ρ₂(Ρ₁  + Ρ₃  + Ρ₁・ Ρ₃)
As a specific example, ρ₁  = 0.405, ρ₂  = 0.412, ρ₃  = 0.680, the gear ratios between gears and the ratio between adjacent gears are as follows. The parentheses indicate target values.
[0087]
n1 = 3.502 (3.5) n2 / n1 = 0.495 (0.629)
n2 = 1.735 (2.2) n3 / n2 = 0.697 (0.682)
n3 = 1.210 (1.5) n4 / n3 = 0.826 (0.667)
n4 = 1.000 (1.0) n5 / n4 = 0.857 (0.700)
n5 = 0.857 (0.7) n6 / n5 = 0.585 (0.714)
n6 = 0.500 (0.5)
nR = 2.497
The 1st, 4th and 6th speeds are the target gear ratios. Further, the ratio between the first speed to the sixth speed is approximately within ± 0.15 with respect to the target ratio.
[0088]
[First Modification of Shift Control]
FIG. 5 is an alignment chart in the first modification, and FIG. 6 is an engagement logic table in the first modification.
[0089]
The first modification of the shift control differs from the shift control examples shown in FIGS. 3 and 4 in that the second speed gear stage is obtained by the engagement of the second clutch C2, the first brake B1, and the second brake B2. .
[0090]
In this second speed gear stage, the fourth rotary member D and the fifth rotary member E are fixed by engagement of the first brake B1 and the second brake B2, and the two-element connecting member M2 is released by the release of the first clutch C1. The clutch interposed connecting member M3 is in a free state disconnected. As a result, the three-element connecting member M1 is also fixed.
[0091]
As a result of the engagement of the second clutch C2, the power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → second clutch C2 → first rotating member A → clutch intervening connecting member M3 → third sun gear. S3 → third carrier P3 → second rotating member B → output shaft OS, and the underdrive speed ratio of the second gear is determined. Incidentally, the alignment chart at the second speed gear stage is as shown in 2nd of FIG.
[0092]
The second speed gear ratio n2 is
n2 = 1 + 1 / ρ₃
As a specific example, ρ₁  = 0.405, ρ₂  = 0.412, ρ₃  = 0.680, the gear ratios between gears and the ratio between adjacent gears are as follows. The parentheses indicate target values.
[0093]
n1 = 3.502 (3.5) n2 / n1 = 0.706 (0.629)
n2 = 2.471 (2.2) n3 / n2 = 0.490 (0.682)
n3 = 1.210 (1.5) n4 / n3 = 0.826 (0.667)
n4 = 1.000 (1.0) n5 / n4 = 0.857 (0.700)
n5 = 0.857 (0.7) n6 / n5 = 0.585 (0.714)
n6 = 0.500 (0.5)
nR = 2.497
The first speed, the fourth speed, and the sixth speed become target speed ratios, and the second speed approaches the target speed ratio. Further, the ratio between the first speed to the sixth speed is within a range of about ± 0.2 with respect to the target ratio.
[0094]
[Second Modification of Shift Control]
FIG. 7 is an alignment chart in the second modification, and FIG. 8 is an engagement logic table in the second modification.
[0095]
This second modification of the shift control differs from the shift control examples shown in FIGS. 5 and 6 in that the third speed gear stage is obtained by engagement of the first clutch C1, the second clutch C2, and the first brake B1. .
[0096]
In this third speed gear stage, the fourth rotating member D is fixed by the engagement of the first brake B1, and the two-element connecting member M2 and the clutch interposing connecting member M3 rotate integrally by the engagement of the first clutch C1. It becomes a state.
[0097]
As a result of the engagement of the second clutch C2, the power transmission path from the input shaft IS to the third planetary gear PG3 is changed from the input shaft IS to the second clutch C2 to the first rotating member A to the clutch interposed connecting member M3. It is divided into two systems from the clasp interposing connection member M3. In other words, the path that is transmitted from the clutch interposed member M3 to the third sun gear S3, and the clutch interposed member M3 → the two element connecting member M2 → the first ring gear R1 → the first pinion → the first carrier P1 → the three element connected. This is a path transmitted from the member M1 to the third ring gear R3. In the third planetary gear PG3, the third carrier P3 → the second rotating member B → the output shaft is defined by the rotation of the third ring gear R3 and the third sun gear S3. The information is transmitted to the OS, and the underdrive gear ratio of the third gear is determined. Incidentally, the alignment chart at the third gear stage is as shown in 2nd of FIG.
[0098]
The third speed gear ratio n3 is
n3 = 1 + 1 / {ρ₃  + Ρ₁(1 + ρ₃)}
As a specific example, ρ₁  = 0.405, ρ₂  = 0.412, ρ₃  = 0.680, the gear ratios between gears and the ratio between adjacent gears are as follows. The parentheses indicate target values.
[0099]
n1 = 3.502 (3.5) n2 / n1 = 0.706 (0.629)
n2 = 2.471 (2.2) n3 / n2 = 0.702 (0.682)
n3 = 1.735 (1.5) n4 / n3 = 0.576 (0.667)
n4 = 1.000 (1.0) n5 / n4 = 0.857 (0.700)
n5 = 0.857 (0.7) n6 / n5 = 0.585 (0.714)
n6 = 0.500 (0.5)
nR = 2.497
The first speed, the fourth speed, and the sixth speed become target speed ratios, and the second speed and the third speed approach the target speed ratio. Further, the ratio between the first speed to the sixth speed is approximately within ± 0.15 with respect to the target ratio.
[0100]
[First Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 9 is a skeleton diagram showing a first modification of the gear transmission mechanism for an automatic transmission.
[0101]
In the first modification of the gear transmission mechanism for an automatic transmission, the first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 are sequentially arranged from the input side to the output side in the example shown in FIG. In contrast to the arrangement, the second planetary gear PG2, the first planetary gear PG1, and the third planetary gear PG3 are arranged.
[0102]
[Second Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 10 is a skeleton diagram showing a second modification of the gear transmission mechanism for an automatic transmission. The second modification of the gear transmission mechanism for an automatic transmission is an example in which the second planetary gear PG2, the third planetary gear PG3, and the first planetary gear PG1 are sequentially arranged from the input side to the output side.
[0103]
Next, the effect will be described.
[0104]
In the gear transmission for an automatic transmission according to the first embodiment, the following advantages are also achieved.
[0105]
(1) Since the gear shifting to the adjacent gear stage is performed by releasing one engaging element and engaging one engaging element, the shift shock can be easily reduced.
[0106]
(2) Although it is a device that performs shift control of six forward speeds and one reverse speed, the shift control is performed because the number of engagement elements required for gear shifting is only six, that is, four clutches and two brakes. Becomes easy.
[0107]
(3) Since the gear ratio of each gear stage is close to the target gear ratio and the ratios between adjacent gear stages of the gear ratios are arranged in a nearly geometric series, the change in engine rotation is almost the same during gear shifting. By changing and achieving a shift in a torque band with good engine characteristics without being affected by the gear ratio, the power performance is excellent.
[0108]
Here, the reason why the gear ratio of each gear stage can be brought close to the target gear ratio and the ratio between adjacent gear stages of the gear ratio can be arranged almost in a geometric series is described. When the power transmission path of the three planetary gears is not always connected to the gear train, and the power transmission path can be selected by engaging and releasing the first clutch C1, so that the first clutch C1 is in a released state. This is because the collinear diagram and the collinear diagram when the first clutch C1 is in the engaged state are drawn separately, and the gear ratio setting freedom at each gear stage is greatly increased.
[0109]
Specifically, as described above, the same gear ratio ρ₁, Ρ₂, Ρ₃  As shown in the modification, the gear transmission mechanism using the planetary gears PG1, PG2, and PG3 having different gear ratios can be obtained for the second speed and the third speed by changing the engagement conditions.
[0110]
(4) Only three single pinion type planetary gears are used, not an add-on type, but an integral type, and the number of engaging elements required for shifting is 4 clutches and 2 brakes 6 Since only a single device is used, the configuration is simple, and a small size, light weight, and low cost can be achieved.
[0111]
(Second embodiment)
First, the configuration will be described.
[0112]
FIG. 11 claims2It is a skeleton figure which shows the gear transmission mechanism for automatic transmissions of 2nd Example corresponding to description invention.
[0113]
In FIG. 11, PG1 is the first planetary gear, PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the three-element connecting member, M2 is the two-element connecting member, and M3 is the clutch-inserting connecting member. The planetary gear train configured will be described.
[0114]
The first planetary gear PG1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier P1 holding a pinion that meshes with both the gears S1 and R1.
[0115]
The second planetary gear PG2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier P2 that holds a pinion that meshes with both the gears S2 and R2.
[0116]
The third planetary gear PG3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier P3 that holds a pinion that meshes with both the gears S3 and R3.
[0117]
The three-element connecting member M1 is a member that integrally connects the first carrier P1, the second carrier P2, and the third ring gear R3.
[0118]
The two-element connecting member M2 is a member that integrally connects the first sun gear S1 and the second ring gear R2.
[0119]
The clutch interposition connecting member M3 is a member that selectively connects the two-element connecting member M2 and the third sun gear S3 via a first clutch C1 (corresponding to the connecting / disconnecting clutch f).
[0120]
When the planetary gear train is used as a gear transmission mechanism for an automatic transmission, a rotating member and an engagement element added to the planetary gear train will be described.
[0121]
The third sun gear S3, the third carrier P3, the three-element connecting member M1 (first carrier P1), the first ring gear R1, the second sun gear S2, and the two-element connecting member M2 (second ring gear R2) are respectively connected to the first. The rotating member A, the second rotating member B, the third rotating member C, the fourth rotating member D, the fifth rotating member E, and the sixth rotating member F are connected.
[0122]
The sixth rotating member F, the third rotating member C, and the fifth rotating member E are connected to the input shaft IS via the second clutch C2, the third clutch C3, and the fourth clutch C4, respectively.
[0123]
The first rotating member A and the second rotating member are connected to the case K via the first brake B1 and the second brake B2, respectively.
[0124]
The fourth rotating member D is directly connected to the output shaft OS.
[0125]
One gear stage is obtained by a combination of engagement or release of the first clutch C1 and three or two engagements of the three clutches C2, C3, C4 and the two brakes B1, B2. In addition, shift control means (not shown) (full hydraulic control type or electronic control + hydraulic control type) that obtains a reverse gear stage with six forward speeds by disengagement control that is not double-changed between adjacent gear speeds. The automatic transmission gear transmission mechanism is connected.
[0126]
Next, the operation will be described.
[0127]
[First speed gear stage]
The first speed gear stage is obtained by engaging the fourth clutch C4, the first brake B1, and the second brake B2, as shown in the engagement logic table of FIG.
[0128]
In the first speed gear stage, the first rotary member A, the second rotary member B, and the three-element connecting member M1 are connected by releasing the first clutch C1 and engaging the first brake B1 and the second brake B2. The third rotating member C to be fixed is in a fixed state.
[0129]
As a result of the engagement of the fourth clutch C4, the power transmission path from the input shaft IS to the output shaft OS is as follows: the input shaft IS → the fourth clutch C4 → the fifth rotating member E → the second planetary gear PG2 → the two-element connecting member. M2 → first planetary gear PG1 → fourth rotating member D → output shaft OS, and the underdrive gear ratio of the first gear is determined. Incidentally, the alignment chart at the first speed gear stage is as shown at 1st in FIG.
[0130]
[2nd gear stage]
The second speed gear stage releases the first brake B1 at the first speed gear stage, engages the first clutch C1, and, as shown in the engagement logic table of FIG. 4, the first clutch C1 and the fourth clutch It is obtained by engaging C4 and the second brake B2.
[0131]
In this second speed gear stage, the second rotating member B is fixed by the engagement of the second brake B2, and the first rotating member A, the two-element connecting member M2, and the clutch interposing connection by the engagement of the first clutch C1. The member M3 is in an integrally rotated state.
[0132]
As a result of the engagement of the fourth clutch C4, the power transmission path from the input shaft IS to the output shaft OS is as follows: the input shaft IS → the fourth clutch C4 → the fifth rotating member E → the second planetary gear PG2 → the three element connecting member. M1 → first planetary gear PG1 → fourth rotating member D → output shaft OS, and the underdrive gear ratio of the second gear is determined. Incidentally, the alignment chart at the second gear stage is as shown in 2nd of FIG.
[0133]
[Third speed gear stage]
The third speed gear stage releases the second brake B2 in the second speed gear stage, engages the first brake B1, and, as shown in the engagement logic table of FIG. 13, the first clutch C1 and the fourth clutch It is obtained by engaging C4 and the first brake B1.
[0134]
In the third speed gear stage, the first rotary member A, the two-element connecting member M2, and the clutch intervening connecting member M3 are fixed by the engagement of the first clutch C1 and the first brake B1.
[0135]
As a result of the engagement of the fourth clutch C4, the power transmission path from the input shaft IS to the output shaft OS is as follows: the input shaft IS → the fourth clutch C4 → the fifth rotating member E → the second planetary gear PG2 → the three element connecting member. M1 → first planetary gear PG1 → fourth rotating member D → output shaft OS, and the underdrive gear ratio of the third gear is determined. Incidentally, the alignment chart at the third speed gear stage is as shown by 3rd in FIG.
[0136]
[4th gear stage]
The fourth speed gear stage releases the first brake B1 at the third speed gear stage, engages the third clutch C3, and, as shown in the engagement logic table of FIG. 13, the first clutch C1 and the third clutch It is obtained by engaging C3 and the fourth clutch C4.
[0137]
In this fourth speed gear stage, the third rotating member C and the fourth rotating member E rotate integrally with the input shaft IS by the engagement of the third clutch C3 and the fourth clutch C4, and by the engagement of the first clutch C1. The first rotating member A, the clutch interposed connecting member M3, and the two-element connecting member M2 rotate integrally with the input shaft IS.
[0138]
Therefore, all the members rotate in the same rotation, the output shaft OS connected to the fourth rotating member D is the same as the input shaft IS, and the gear ratio of the fourth gear is 1. Incidentally, the alignment chart at the fourth speed gear stage is as shown at 4th in FIG.
[0139]
[5th gear stage]
The fifth speed gear stage releases the fourth clutch C4 in the fourth speed gear stage, engages the first brake B1, and as shown in the engagement logic table of FIG. 13, the first clutch C1 and the third clutch It is obtained by engaging C3 and the first brake B1.
[0140]
In this fifth speed gear stage, the first rotary member A, the two-element connecting member M2, and the clutch interposition connecting member M3 are fixed by the engagement of the first clutch C1 and the first brake B1.
[0141]
As a result of the engagement of the third clutch C3, the power transmission path from the input shaft IS to the output shaft OS changes from the input shaft IS → the third clutch C3 → the third rotating member C → the second planetary gear PG2 → the three element connecting member. M1 → first planetary gear PG1 → fourth rotating member D → output shaft OS, and the overdrive speed ratio of the fifth gear is determined. Incidentally, the nomographic chart at the fifth gear stage is as shown at 5th in FIG.
[0142]
[Sixth gear stage]
The sixth speed gear stage releases the first brake B1 in the fifth speed gear stage, engages the second brake B2, and, as shown in the engagement logic table of FIG. 13, the first clutch C1 and the third clutch It is obtained by engaging C3 and the second brake B2.
[0143]
In this sixth speed gear stage, the second rotating member B is fixed by the engagement of the second brake B2, and the first rotating member A, the two-element connecting member M2, and the clutch interposed connection are engaged by the engagement of the first clutch C1. The member M3 is in an integrally rotated state.
[0144]
As a result of the engagement of the third clutch C3, the power transmission path from the input shaft IS to the output shaft OS changes from the input shaft IS → the third clutch C3 → the third rotating member C → the second planetary gear PG2 → the three element connecting member. M1 → first planetary gear PG1 → fourth rotating member D → output shaft OS, and the overdrive gear ratio of the sixth gear is determined. Incidentally, the nomographic chart at the sixth gear stage is as shown at 6th in FIG.
[0145]
[Reverse gear stage]
The reverse gear stage is obtained by engaging the second clutch C2, the first brake B1, and the second brake B2, as shown in the engagement logic table of FIG.
[0146]
In this reverse gear, the first rotary member A, the second rotary member B, and the three-element connecting member M1 are connected by releasing the first clutch C1 and engaging the first brake B1 and the second brake B2. The third rotating member C is in a fixed state.
[0147]
As a result of the engagement of the second clutch C2, the power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → second clutch C2 → sixth rotating member F → second planetary gear PG2 → two element connecting member. M2 → first planetary gear PG1 → fourth rotating member D → output shaft OS, and the gear ratio by reverse rotation of the reverse gear is determined. Incidentally, the alignment chart at the reverse gear stage is as shown by Rev in FIG.
[0148]
[Each gear speed ratio]
Gear ratio ρ of the first planetary gear PG1₁  (= Z_S1/ Z_R1), Gear ratio ρ of the second planetary gear PG2₂  (= Z_S2/ Z_R2), Gear ratio ρ of the third planetary gear PG3₃  (= Z_S3/ Z_R3), The gear ratios are as follows.
[0149]
First speed gear ratio n1
n1 = 1 / ρ₁・ Ρ₂
2nd speed gear ratio n2
n2 = (1 + ρ₃  + Ρ₂・ Ρ₃  ) / {Ρ₂(Ρ₁  + Ρ₃  + Ρ₁・ Ρ₃)}
3rd speed gear ratio n3
n3 = {1 + ρ₂  } / {Ρ₂(1 + ρ₁)}
Fourth speed gear ratio n4 = 1
n4 = 1
5th speed gear ratio n5
n5 = 1 / (1 + ρ₁  )
6th speed gear ratio n6
n6 = ρ₃  / {Ρ₃  + Ρ₁(1 + ρ₃  )}
Reverse gear speed ratio nR
nR = 1 / ρ₁
As a specific example, ρ₁  = 0.400, ρ₂  = 0.680, ρ₃  When 0.650 is set, the gear ratio between each gear and the adjacent gear is as follows. The parentheses indicate target values.
[0150]
n1 = 3.676 (3.5) n2 / n1 = 0.639 (0.629)
n2 = 2.348 (2.2) n3 / n2 = 0.552 (0.682)
n3 = 1.765 (1.5) n4 / n3 = 0.567 (0.667)
n4 = 1.000 (1.0) n5 / n4 = 0.714 (0.700)
n5 = 0.714 (0.7) n6 / n5 = 0.695 (0.714)
n6 = 0.4096 (0.5)
nR = 2.500
From 1st to 6th gears, the values are close to the target gear ratio. Further, the ratio between the first speed to the sixth speed is within a range of about ± 0.1 with respect to the target ratio.
[0151]
[Variations of shift control]
FIG. 14 is a collinear diagram in the modified example, and FIG. 15 is an engagement logic table in the modified example.
[0152]
In this modification of the shift control, the reverse gear is obtained by engaging the second clutch C2, the fourth clutch C4, and the second brake B2, and the gear ratio is ρ₁, Ρ₂, Ρ₃  This is different from the shift control examples shown in FIGS. 12 and 13 in that the setting of is different.
[0153]
In this reverse gear stage, the second rotating member B is fixed by the engagement of the second brake B2. And, by releasing the first clutch C1 and engaging the second clutch C2 and the fourth clutch C4, the power transmission path from the input shaft IS to the first planetary gear PG1 becomes the input shaft IS → second clutch C2 → sixth. Rotating member F → second planetary gear PG2 → two element connecting member M2 → path of the first planetary gear PG1 to the first sun gear S1, and input shaft IS → fourth clutch C4 → fifth rotating member E → second planetary gear PG2 → 3 element connecting member M1 → path to the first carrier P1 of the first planetary gear PG1 and the first ring gear R1 → the fourth rotating member from the pinion of the first planetary gear PG1 in which the rotation is defined. D is a path that is transmitted from the output shaft OS, and a gear ratio is determined by reverse rotation of the reverse gear. Incidentally, the alignment chart at the reverse gear stage is as shown by Rev in FIG.
[0154]
The reverse gear speed ratio n2 is
n2 = 1 / {ρ₃  −ρ₁・ Ρ₂(1 + ρ₃)}
It becomes.
[0155]
As a specific example, ρ₁  = 0.430, ρ₂  = 0.650, ρ₃  When 0.650 is set, the gear ratio between each gear and the adjacent gear is as follows. The parentheses indicate target values.
[0156]
n1 = 3.578 (3.5) n2 / n1 = 0.655 (0.629)
n2 = 2.345 (2.2) n3 / n2 = 0.757 (0.682)
n3 = 1.775 (1.5) n4 / n3 = 0.563 (0.667)
n4 = 1.000 (1.0) n5 / n4 = 0.699 (0.700)
n5 = 0.699 (0.7) n6 / n5 = 0.684 (0.714)
n6 = 0.478 (0.5)
nR = 5.296
From 1st to 6th gears, the values are close to the target gear ratio. Further, the ratio between the first speed to the sixth speed is within a range of about ± 0.1 with respect to the target ratio. Further, the gear ratio of the reverse gear stage is larger than that in the above example.
[0157]
[First Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 16 is a skeleton diagram showing a first modification of the gear transmission mechanism for an automatic transmission. In the first modification of the gear transmission mechanism for an automatic transmission, the example shown in FIG. 11 sequentially changes the second planetary gear PG2, the third planetary gear PG3, and the first planetary gear PG1 from the input side to the output side. In contrast to the arrangement, the first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 are arranged.
[0158]
[Second Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 17 is a skeleton diagram showing a second modification of the gear transmission mechanism for an automatic transmission. A second modification of the gear transmission mechanism for an automatic transmission is an example in which a third planetary gear PG3, a first planetary gear PG1, and a second planetary gear PG2 are sequentially arranged from the input side to the output side.
[0159]
Next, the effect will be described.
[0160]
In the gear transmission for an automatic transmission according to the second embodiment, similarly to the gear transmission for an automatic transmission according to the first embodiment, the shift shock can be easily reduced, the shift control is easy, and the power performance is improved. An effect is obtained that it is possible to provide a gear transmission for an automatic transmission that is excellent and simple in configuration.
[0161]
While the embodiments have been described with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope not departing from the gist of the present invention are included in the present invention.
[0163]
In the embodiment, an example of a gear transmission mechanism for an automatic transmission that uses only engagement elements necessary for shifting has been described. However, a one-way clutch or a one-way clutch is inserted to simplify control. However, it is natural to add brake means so that engine braking works on the coasting side, and to determine the elements that connect the input shaft and output shaft and the elements that should be fixed to the case as appropriate. By the way.
[0164]
【The invention's effect】
Claim 1Gear transmission for automatic transmissionIn this case, the single pinion type first planetary gear, the single pinion type second planetary gear, the single pinion type third planetary gear, the first carrier, the second carrier, and the third ring gear are integrated. A three-element connecting member to be connected;The first ring gear and the second sun gearA two-element coupling member that couples the two-element coupling member together, and a clutch interposition coupling member that couples the two-element coupling member and the third sun gear via a connection / disconnection clutch.In the planetary gear train for an automatic transmission, the third sun gear, the third carrier, the three element connecting member, the second ring gear, and the first sun gear are respectively connected to the first rotating member, the second rotating member, the third rotating member, and the fourth sun gear. The rotating member and the fifth rotating member are connected, the first rotating member, the third rotating member, and the fifth rotating member are connected to the input shaft through the clutch, respectively, and the fourth rotating member and the fifth rotating member are respectively connected. The brake is connected to the case, the second rotary member is connected to the output shaft, and one gear is connected to the disconnection or connection of the connection clutch and three or two engagements of the three clutches and two brakes. Provided with a shift control means that obtains a plurality of gear stages according to an engagement release control law that is obtained by a combination of the above and that does not cause double switching between adjacent gear stagesTherefore, it is possible to provide an effect of providing a gear transmission for an automatic transmission that can easily reduce shift shock, can easily perform shift control, has excellent power performance, and has a simple configuration.
[0165]
In the automatic transmission gear device according to claim 2, a single pinion type first planetary gear, a single pinion type second planetary gear, a single pinion type third planetary gear, a first carrier, A three-element connecting member that integrally connects the second carrier and the third ring gear; a two-element connecting member that integrally connects the first sun gear and the second ring gear; and the two-element connecting member and the third sun gear. A planetary gear train for an automatic transmission comprising: a clutch interposed connecting member that is connected via a connecting / disconnecting clutch, wherein the third sun gear, the third carrier, the three element connecting member, the first ring gear, the second sun gear, and the two elements A first rotating member, a second rotating member, a third rotating member, a fourth rotating member, a fifth rotating member, and a sixth rotating member are connected to the connecting members, respectively, and the third rotating member, The 4 rotation member and the 6th rotation member are each connected to the input shaft via a clutch, the 1st rotation member and the 2nd rotation member are respectively connected to the case via a brake, and the 5th rotation member is used as an output shaft. Concatenate,One gear stage is obtained by a combination of disengagement / engagement of the connection / disengagement clutch and engagement of three or two of the three clutches / two brakes, and the engagement release control without double switching between adjacent gear stages. Since the device is provided with a shift control means for obtaining a plurality of gears by law, a gear shift device for an automatic transmission that can easily reduce shift shocks, can easily perform shift control, has excellent power performance, and has a simple configuration. The effect that it can provide is acquired.
[Brief description of the drawings]
FIG. 1 is a claim correspondence diagram showing a planetary gear train for an automatic transmission according to the present invention.
FIG. 2 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to the first embodiment.
FIG. 3 is a collinear diagram showing member rotation states at each gear stage in the shift control in the first embodiment device;
FIG. 4 is a diagram showing an engagement logic table at each gear stage in the shift control in the first embodiment device.
FIG. 5 is a collinear diagram showing member rotation states at respective gears in a first modification of speed change control in the first embodiment device;
FIG. 6 is a diagram showing an engagement logic table at each gear stage in a first modification of shift control in the first embodiment device;
FIG. 7 is a collinear diagram showing member rotation states at respective gear stages in a second modification of the shift control in the first embodiment device;
FIG. 8 is a diagram showing an engagement logic table at each gear stage in a second modification of the shift control in the first embodiment device;
FIG. 9 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a first modification of the first embodiment device;
FIG. 10 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a second modification of the first embodiment device;
FIG. 11 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of the second embodiment.
FIG. 12 is a collinear diagram showing member rotation states at each gear stage in the shift control in the second embodiment.
FIG. 13 is a diagram showing an engagement logic table at each gear stage in the shift control in the second embodiment device.
FIG. 14 is a collinear diagram showing member rotation states at respective gear stages in a shift control modification of the second embodiment device.
FIG. 15 is a diagram showing an engagement logic table at each gear stage in a shift control modification of the second embodiment device.
FIG. 16 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a first modification of the second embodiment device;
FIG. 17 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a second modification of the second embodiment device;
FIG. 18 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of a conventional device.
FIG. 19 is a collinear diagram showing member rotation states at each gear stage in the shift control in the conventional device.
FIG. 20 is a diagram showing an engagement logic table at each gear stage in the shift control in the conventional device.
FIG. 21 is an engine torque characteristic diagram with respect to engine speed with the throttle opening as a parameter.
[Explanation of symbols]
a First planetary gear
b Second planetary gear
c Third planetary gear
d Three-element linked member
e Two-element linked member
f Connection / disconnection clutch
g Clutch interposing connection member

Claims (2)

A first sun gear, a first ring gear, and a first planetary gear of a single pinion type comprising a first carrier for holding a pinion meshing with both gears;
A second planetary gear of a single pinion type comprising a second sun gear, a second ring gear, and a second carrier for holding a pinion meshing with both gears;
A third planetary gear of a single pinion type comprising a third sun gear, a third ring gear, and a third carrier for holding a pinion meshing with both gears;
A three-element connecting member that integrally connects the first carrier, the second carrier, and the third ring gear;
A two-element connecting member that integrally connects the first ring gear and the second sun gear ;
A clutch-inserted connecting member for selectively connecting the two-element connecting member and the third sun gear via a connection / disconnection clutch;
In an automatic transmission planetary gear train comprising:
The first rotating member, the second rotating member, the third rotating member, the fourth rotating member, and the fifth rotating member are connected to the third sun gear, the third carrier, the three element connecting member, the second ring gear, and the first sun gear, respectively. ,
The first rotating member, the third rotating member, and the fifth rotating member are each connected to an input shaft via a clutch, the fourth rotating member and the fifth rotating member are connected to a case via a brake, Connect the 2 rotation member to the output shaft,
One gear stage is obtained by a combination of disengagement / engagement of the clutch / disengagement clutch and engagement of three or two of the three clutches and two brakes, and the disengagement control without double switching between adjacent gear stages. A gear transmission for an automatic transmission, characterized in that a shift control means for obtaining a plurality of gear stages according to the law is provided. A first sun gear, a first ring gear, and a first planetary gear of a single pinion type comprising a first carrier for holding a pinion meshing with both gears;
A second planetary gear of a single pinion type comprising a second sun gear, a second ring gear, and a second carrier for holding a pinion meshing with both gears;
A third planetary gear of a single pinion type comprising a third sun gear, a third ring gear, and a third carrier for holding a pinion meshing with both gears;
A three-element connecting member that integrally connects the first carrier, the second carrier, and the third ring gear;
A two-element connecting member that integrally connects the first sun gear and the second ring gear;
A clutch-inserted connecting member for selectively connecting the two-element connecting member and the third sun gear via a connection / disconnection clutch;
In an automatic transmission planetary gear train comprising:
The third sun gear, the third carrier, the three element connecting member, the first ring gear, the second sun gear, and the two element connecting member respectively include a first rotating member, a second rotating member, a third rotating member, a fourth rotating member, and a fifth element. Connecting the rotating member and the sixth rotating member;
The third rotating member, the fifth rotating member, and the sixth rotating member are each connected to an input shaft through a clutch, the first rotating member and the second rotating member are connected to a case through a brake, and Connect the 4 rotation member to the output shaft,
One gear stage is obtained by a combination of disengagement / engagement of the clutch / disengagement clutch and engagement of three or two of the three clutches and two brakes, and the disengagement control without double switching between adjacent gear stages. A gear transmission for an automatic transmission, characterized in that a shift control means for obtaining a plurality of gear stages according to the law is provided.

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