JPH02113165A - Automatic transmission - Google Patents

Abstract

PURPOSE:To make it possible to apply the device even on a large capacity engine by always keeping engaged condition of a forward clutch at forward running, and at the same time engaging a coast clutch at forward first speed. CONSTITUTION:An input shaft 7 and an input rotating element R1 of a planetary gear unit 10 are connected through a forward clutch C1 and an one-way clutch F2, and at the same time through a coast clutch C3 engaging at coasting. Hereby, the forward clutch C1 and the coast clutch C3 are in connected condition at forward first speed, and amplified torque in maximum stall condition due to a torque converter is dispersed and supported from the input shaft 7 to the forward clutch C1 and the coast clutch C3, and transmitted to the input rotating element R1. Further, in the forward running condition, the forward clutch C1 is always in clutch-on condition, and even at over stage speed change such as 4 2 speed change the forward clutch C1 is kept in clutch-on condition and changeover the clutch cannot be generated.

Description

Detailed Description of the Invention (a) Field of Industrial Application The present invention relates to a four-speed forward automatic transmission mechanism in a vehicular automatic transmission, particularly an automatic transmission mechanism having a planetary gear unit that combines a single planetary gear and a dual planetary gear. It is suitable for use, and specifically relates to a connection structure of a clutch and a one-way clutch in an automatic transmission mechanism.

(B) Prior Art Recently, the applicant of the present invention has proposed a four-distant dynamic transmission mechanism comprising a power train combining a single planetary gear and a dual planetary gear, as shown in, for example, Japanese Patent Laid-Open No. 62-93545.

As shown in FIG. 5, the automatic transmission 1 has a planetary gear unit 10 consisting of a single planetary gear 2 and a dual planetary gear 3.
The sun gears S1 are connected to each other to form an integral structure, and
The pinion that meshes with the sun gear S1 is a long pinion P.
8, and both carriers CR are connected to form an integral structure. A first clutch (forward clutch) is connected to an input shaft 7 that transmits power from the engine crankshaft 4 via a lock-up clutch 5 or a torque converter 6.
Ring gear R of single planetary gear 2 via C1
1 (hereinafter referred to as the small ring gear) is connected to the sun gear St via the second clutch (reverse clutch) C2.
are connected, and further connected to a ring gear R2 (hereinafter referred to as large ring gear) of the dual planetary gear 3 via a third clutch (high clutch) co. Further, the sun gear SI is connected to a first brake (forceful second coast brake) Bl, and is also connected to a third brake (second brake) B via a third one-way clutch F3. Further, the large ring gear R7 is connected to a second brake (reverse and fast coast brake) B2, and is also connected to a first one-way clutch F1 interposed between the large ring gear R7 and the fixed member. Furthermore,
A second one-way clutch F2 is interposed between the human power shaft 7 and the sun gear S1 to prevent the rotation of the sun gear S1 or the input shaft 7 from exceeding, and also connects the carrier CR to the output member 9. ing.

The automatic transmission 1 operates as shown in FIG. Note that 0 indicates a clutch connection and brake operating state, as well as a locked state of the one-way clutch, and Δ indicates a state in which it is activated only during coasting.

That is, in the first speed state (IST), the first clutch C1 is connected. Then, the rotation of the input shaft 7 is transmitted to the small ring gear R3 via the clutch C0, and since the large ring gear R2 is prevented from rotating by the first one-way clutch F1 in the parenthesized state, the rotation of the input shaft 7 is transmitted to the small ring gear R3 via the clutch C0. While idling, the carrier CR is rotated at a significantly reduced speed in the forward direction, and the rotation is extracted from the output member 9. Also, two-speed B
In (2ND), the third brake B3 is activated in addition to the connection of the first clutch C1. Then, the sun gear S is connected to the third one-way clutch F3 based on the brake B.
The rotation of the small ring gear R1 from the input shaft 7 is caused to rotate at a reduced speed in the positive direction while causing the large ring gear RQ to idle in the positive direction, and this rotation is transmitted to the output member 9 as a second speed. taken out. Further, in third speed B (3RD), the third clutch C0 is connected in addition to the first clutch C7. Then, the rotation of the input shaft 7 is transmitted to the small ring gear R1 via the first clutch C1, and at the same time is transmitted to the large ring gear R3 via the third clutch C8.
Each element rotates as a unit, and rotation at the same speed as the input shaft 7 is transmitted from the carrier CR to the output member 9. and,
In the fourth speed state (4TH), the first clutch C1 is released and the first brake B is operated. Then, the rotation of the input shaft 7 is transmitted to the large ring gear R2 via the third clutch C8, and since the sun gear S1 is stopped in this state, the carrier CR, rotates at high speed while the small ring gear R, idles. The high-speed rotation is then output to the output member 9 as overdrive (0/D). Further, in the reverse (REV) range, the second clutch C2 and the second brake B2 are operated. Then, the rotation of the input shaft 7 is transmitted to the sangya Sl via the second clutch C2, and since the large ring gear R is fixed by the operation of the second brake B2 in this state, the small ring gear R
, while the carrier CR+ is also reversed 1, and the reversed portion of the carrier is taken out to the output member 9. Also, when coasting (input/output reversal), one-way clutch F□
.

F, the transmission is cut off and the engine is idling, but if the second brake B2 is activated to fix the large ring gear R2, the first gear can be maintained and the engine brake can be activated. When the sun gear S is fixed by operating the brake B1, the second speed state is maintained and the engine brake can be operated.

In this automatic transmission 1, when shifting to IH 2nd speed, the first one-way clutch F1 is activated to avoid switching between the second brake B2 and the third brake B, and During a shift, the third one-way clutch F1 is activated to avoid switching between the third brake B3 and the third clutch C8, and when shifting from 3rd to 4th speed,
The second one-way clutch F2 is activated to avoid switching between the first clutch C1 and the first brake B.

In addition, in the above-mentioned automatic transmission, when the vehicle is traveling backwards in the reverse range and shifted to the forward range such as the shift lever while coasting, the second one-way clutch F2 shifts to the sun gear S1. Because it acts directly on the reverse direction, it mechanically locks the reverse direction, but in order to prevent this, the second one-way clutch F,
An automatic transmission mechanism interposed between the input shaft 7 and the ring gear R of the single planetary gear 2 via a fourth clutch has been proposed by the present applicant as Special Leg No. 74868/1983 (unpublished).

The automatic transmission mechanism is configured such that when the vehicle is running backwards in the reverse range and the shift lever is operated to a forward range such as the D range while coasting, the second one-way clutch F2 is engaged. The first clutch C8 is engaged, but since the fourth clutch (C1) is operated by the same hydraulic actuator as the third clutch C6, it is in a released state, and therefore the fourth clutch (C1) is in a released state, and therefore the fourth clutch (C1) is operated by the same hydraulic actuator as the third clutch C6. All transmission paths are blocked to prevent the gear unit 10 from mechanically locking.

(c) Problem to be solved by the invention Regarding the above-mentioned 4-speed automatic transmission mechanism 1', as mentioned above, (
This prevents the occurrence of shift shock caused by changing grips when shifting one gear at a time, but input is applied via the first clutch C8 for 1st, 2nd, and 3rd gears, and for 3rd and 4th gears. At high speeds, the input is via the third clutch, so when shifting from 4th to 2nd speed, such as during kickdown, the first brake Bt is released and the third brake B1 is engaged. In addition, it is necessary to perform complicated grip change control in which the third clutch C6 is released and the first clutch C1 is engaged.

Furthermore, when the vehicle starts, the torque converter is in the maximum stall state, and the amplified large torque acts on the automatic transmission mechanism, but when the automatic transmission mechanism 1' is in the 1st speed state, only the first clutch C1 is in the connected state, and all the large torque -F is transmitted to the gear unit 10 via the first clutch C1. For this reason, it is necessary to increase the number of clutches in the first clutch C1 to ensure the required torque capacity, and especially when adapting to a large-capacity engine, the required torque capacity of the clutch C2 becomes large and the automatic transmission is However, the compactness of the bearing is particularly long in the axial direction, which causes problems in mounting it on a vehicle.

Therefore, the present invention connects the forward clutch to the input element of the planetary gear unit via a one-way clutch, and engages the clutch that is engaged during coasting when in first gear, thereby making it applicable to large-capacity engines.
It is an object of the present invention to provide an automatic transmission mechanism that also ensures good shift feeling and compactness.

(d) Means for Solving the Problems The present invention has been made in view of the above circumstances, and as shown in FIGS. 1 and 2, for example, the present invention includes a planetary gear unit (10). , the predetermined rotational elements (R1), (R2) (Sl) of the gear unit and the input shaft (7).
A plurality of clutches (C,), (C2), (C
, ), (C3) and a plurality of locking means (Br), (B, ), (Fl) that lock predetermined rotating elements of the gear unit.
, (F), and which operates these clutches and locking means as appropriate to achieve four forward speeds, the input shaft (7) and the planetary gear unit (1)
0) with the input rotating element (R,) via a forward clutch (C□) and a one-way clutch (F2), and a coasting clutch (R,) that is engaged during coasting.
C3), the forward clutch (cl) is always maintained in an engaged state during forward movement, and the coast clutch (C2) is engaged during first forward speed.

As an example, the planetary gear unit (10) may include:
It consists of a single planetary gear (2) and a dual planetary gear (3), and the sun gears (Sl) of these two planetary gears and the carriers (CRI) are integrally connected, and the carrier (CR) is connected to the output member ( 9), and the input rotating element consists of a single planetary gear ring gear (R1), and the ring gear (R,) and the input shaft (7) are connected to the forward (first) clutch (C1) and The sun gear (S) and the input shaft (7) are connected via the (second) one-way clutch (F2) and the coast (fourth) clutch (C). Clutch (C2)
The structure is configured such that the sun gear (S work) is connected via a first brake (B), and the ring gear (R2) of the dual planetary gear and the input shaft (7)
are connected via a third clutch (CO), and the ring gear (R9) is connected to a second brake (B, ) and a first
It is configured to be locked by a one-way clutch (F,).

(G) Effect Based on the above configuration, this automatic transmission mechanism (1) has the forward clutch (C1) and the coast clutch (C3) both in the connected state during the first forward speed, and the torque converter amplifies the torque in the maximum stall state. The generated torque is distributed and carried by the forward clutch (C1) and the coast clutch (C1) from the input shaft (7), and is transmitted to the input rotational element (R8) of the planetary gear unit (10).

In addition, the forward clutch (C1) is always in a connected state in the forward mode, that is, in 1st, 2nd, 3rd, and 4th gears,
To be more specific, the automatic transmission mechanism 1 shown in FIG. It operates according to the operation table shown in Figure 2.

That is, in the first speed state B (IST), the forward (first) clutch (C1) and the coast (fourth) clutch (C3) are in the connected state, and the first one-way clutch (F, ) and second one-way clutch (F2)
is in a locked state. In this state, the amplified torque based on the maximum stall state of the torque converter is distributed and carried from the input shaft (7) to the first clutch (C5) and the fourth clutch (C3), and further clutch(
The torque of C1) is transmitted to the single planetary gear ring gear (R3) via the one-way clutch (F2), and the dual planetary gear ring gear (R2)
is fixed by the one-way clutch (Fl), so the rotation of the small ring gear (R1) is taken out from the carrier (CRI) to the output member (9) as decelerated rotation.

Furthermore, when shifting from 1st to 2nd speed, either the first brake (B1) operates and the sun gear (S I) is fixed, or the first one-way clutch (Fl) overruns and the ring gear (R1) Allows for idle rotation and shifts smoothly. In the second speed state, the fourth clutch (C1) is released and the rotation of the input shaft (7) is controlled by the first clutch (C1).
is transmitted to the small ring gear (R3) via the second one-way clutch (F2), and then to the large ring gear (R2).
2nd speed rotation is output from the carrier (CRI) while idling.

Then, when shifting from 2nd to 3rd speed, the first brake (B1) is released and the third clutch (C) is engaged. At this time, if the overlap amount and overlap time between the brake (B1) and the clutch (CO) are too small, they will return to the 1 state and the tire driving force will increase, causing engine revving, etc. Conversely, even if the overlap amount and overlap time are too large and torque is transmitted from the third clutch (CO) to the large ring gear (R2), the small ring gear (R1) is An overrun will only result in idling and will not result in a mechanical lock state. Therefore, when shifting from 2nd to 3rd gear, you only need to be careful not to overlap too much, and the shift control will be significantly improved. becomes easier. and,
In the third speed state, the third clutch (C
o) and both ring gears (R1) via the first clutch (C1) and the second one-way clutch (F2),
(R2), the planetary gear unit (10) rotates integrally, and the integral rotation is taken out from the carrier (CRi).

Further, when shifting from 3rd to 4th speed, in addition to engagement of the third clutch (CO) and first clutch (C3), the first brake (B1) is operated. At this time, as the second one-way clutch (F2) overruns, the ring gear (R1) begins to idle and is smoothly shifted. In the 4th speed state, the rotation of the input shaft (7)
The overdrive rotation is transmitted to the large ring gear (R2) via the clutch (CO), and the overdrive rotation is extracted from the carrier (CRY) while the small ring gear (R1) is idling at high speed.

Then, when performing a jump town shift from 4th gear to 2nd gear due to kickdown, etc., the first Kura Sochi (C3) and the first brake (B,) remain engaged.
The third Kula Sochi (C0) is released. This results in
The second one-way clutch (F2) is brought into engagement from overrun, and the vehicle is smoothly shifted to second gear.

In addition, in the reverse (REV) range, the second clutch (C2) and the second brake (B) are activated, and in this state, the rotation of the input shaft (7) is controlled by the sun gear (S).
□), and the reverse rotation is taken out from the carrier (C'R,) based on the fixation of the large ring gear (R2).

In addition, when engine braking is required, in order to prevent power transmission from being cut off due to overrun of the one-way clutches (Fl) and (F2), the second brake CB is applied in 1st gear.
, 2nd speed and 3rd speed, the first (coast) clutch (C0) is operated.

Note that the symbols in parentheses are used to contrast with the drawings, but do not specify the structure in any way.

(F) Examples Examples of the present invention will be described below with reference to the drawings.

As shown in FIG. 3, the automatic transmission A has an integral case in which a transaxle case 12, a transaxle housing sink 11, and a rear cover 13 are fixed together, and a torque converter 6. A four-distance dynamic transmission mechanism 1, a reduction gear device 40, and a front differential device 41 are housed. The input shaft 7, which is aligned with the engine crankshaft, is divided in the middle and engaged with each other by splines. A dynamic transmission mechanism 1 is provided.

4. The remote dynamic transmission 1 includes a transaxle case 12 and a transaxle cover 13, as shown in detail in FIG.
Inside, planetary gear unit 10, each clutch C6I
CI I C21C31 brakes B, , B2 and one-way clutches F, , F are housed.

Then, attach the tip to the hub part 1 of the transaxle cover 13.
3a, an input shaft 7 is disposed, and the input shaft 7 has a lubricating oil hole 15 formed in its axis, and horizontal holes 15a, 1 for supplying lubrication to predetermined locations.
5 b , 15 c , ], 5 d are formed. A sleeve shaft 16 is rotatably supported by being fitted onto the input shaft 7, and a sun gear S□ is formed at the rear end of the sleeve shaft 16, and a drum 17 is formed at the front end. are connected by splines. The outer periphery of the drum 17 serves as a drum for a first brake (secondary force brake) Bl made of a band brake, and the inner periphery serves as a drum for a second clutch (reverse clutch) made of a multi-disc clutch. The second clutch Cm is a spline for C2, and the second clutch Cm is interposed between a hub 19 connected to the input shaft 7 by a spline.

Although FIG. 4 shows an embodiment in which the brake B is a band brake, FIG. 3 shows an embodiment in which the brake B is a multi-disc brake, and the multi-disc brake B1 is a hydraulic actuator. It is operated at 59. Further, a member 20a that serves as a cylinder of the actuator 20 for the second clutch C2 is fixed to the inner circumferential portion of the drum 17, and a piston 20b or a spring 20c biased within the cylinder member 2Oa. They are mated.

A common carrier CR is fitted onto the sleeve shaft 16 and rotatably supported by a boss 21, and one end of the boss 21 supports a long pinion P1 and a shoot pinion P (see FIG. 1). The other end is connected to the counter drive gear 9 by a spline. The boss portion of the counter drive gear 9 is rotatably supported by a support wall 12a formed in the case 12 via a bearing 22, and one side of the support wall 12a is connected to a second brake (first course reverser). Brake)B
This serves as a cylinder for the actuator 23 for the second actuator. A ring gear R3 in the dual planetary gear 3 disposed on the front side of the planetary gear unit 10
A second brake B2 consisting of a multi-disc brake is interposed between the outer circumferential surface of the case 12 and the inner circumferential surface of the case 12, and the second brake B2 is controlled by the piston 23a of the actuator 23. Note that the lug portion of the piston 23a extending to the brake B2 has a comb tooth shape, and a return spring 23b is interposed between the comb teeth. Further, a first one-way clutch F is interposed between the ring gear R2 and the outer race of the bearing 22 fixed to the support wall 12a.

On the other hand, the transaxle cover 1 at the tip of the input shaft 7
A sleeve member 7a is fixed to the housing portion 3, and the sleeve member 7a is rotatably fitted into the hub portion 13a of the cover 13, and a flange member 25 is attached to the rear end portion of the sleeve member 7a. Fixed. A drum member 26 is disposed on the outside of the flange member 25 so as to fit the member 25 outwardly, and the drum member 26
6 is partially engaged with the flange member 25 in a spline-like manner, and a return elastic body 24 is interposed between both members, so that the flange member 6 cannot be relatively rotated and can be slid in a predetermined direction in the axial direction.

Further, a third clutch (high clutch) C0 consisting of a multi-disc clutch is disposed at the tip of the drum member 26, and the third clutch C0 is connected to the member 27 extending from the ring gear R3 of the dual planetary gear 3. is intervening. Furthermore, an actuator 29 for the third clutch C8 is configured between the flange member 25 and the drum member 26, and the actuator 29 is operated through an oil passage in the hub portion 3a and a hole in the sleeve member 7a. The supplied oil pressure can slide the drum member 26 to control the clutch C0. On the other hand, a first piston member 30a is fitted inside the flange member 25, and a crimp plate of a first clutch (word clutch) C3 is spline-coupled to the tip side of the member 25. At the same time, a connecting ring 31 is spline-engaged alongside the crimp plate. Also, the first
The clutch plate of clutch c1 is gear unit 10
The outer race 32a of the second one-way clutch F, which is arranged in parallel on the rear side of
The ring gear R1 is connected to the ring gear R1. In addition, in the embodiment shown in FIG. 3, the small ring gear R.

A second one-way clutch F2 is disposed on the outer periphery of the one-way clutch F2, and a clutch collar for the first clutch c1 is fixed thereto, extending in the axial direction from the outer race of the one-way clutch F2. Moreover, a fourth flange member 34 extending from the inner race 32b is provided between the connecting ring 31 and the collar member 34 extending from the inner race 32b.
A clutch (forward coast clutch) C3 is involved. Further, a second piston member 35a is fitted inside the first piston member 30a, and a spring 36 is compressed between the back surface of the piston member 35a and a collar provided on the sleeve member 7a. , therefore, the spring 36 is connected to the first and second piston members 30a, 3
This is the common return string of 5a. The flange member 25 and the first piston member 30a form an actuator 30 for the first clutch C1, and the first piston member 30a and the second piston member 35a form an actuator 30 for the first clutch C1.
It constitutes an actuator 35 for the fourth clutch C1.

Further, as shown in FIG. 3, the speed reducer 40 is arranged on a counter shaft 42 arranged parallel to the input shaft 7, and the counter shaft 42 is provided with roller bearings 43, 45 in the cases 11 and 12. It is rotatably supported via. Further, a small gear 46 is formed on the counter shaft 42, and a large gear 47 is spline-engaged on the shaft 42. The large gear 47 is connected to the automatic transmission mechanism 1.
The counter drive gear 9 meshes with the counter drive gear 9 to form a counter driven gear.

Further, the front differential device 41 has a gear mount case 49 that constitutes a differential carrier.
The case 49 is rotatably supported by the cases 11 and 12 via roller bearings 50 and 51, and
A large ring gear 52 is fixed, and this gear 52 meshes with the small gear 46 to constitute a final reduction mechanism. Furthermore, a pinion gear 53 is rotatably supported within the mount case 49 by a shaft 53a, and left and right side gears 55a and 55b are meshed with the pinion gear 53. And these sight gears 55 a +
55b with left and right front axles @56a,
56b is engaged.

Next, the operation of the automatic transmission A will be explained.

The rotation of the engine crankshaft is transmitted to the input shaft 7 through the oil flow of the torque converter 6 or mechanically connected by the lock-up clutch 5. When the vehicle starts, the torque converter 5 is in the maximum stall state and the engine The crankshaft torque is amplified by the torque converter 6 (approximately 2
) and then transmitted to the input shaft 7.

In the first speed state associated with starting the vehicle, hydraulic pressure is supplied to the actuator 30 through the oil passage formed in the hub portion 13a of the cover 13 and the hole in the sleeve member 7a, and the piston member of the actuator 30 is 30a to engage the first clutch C1 via the coupling ring 31, and the actuator 35 is similarly supplied with hydraulic pressure to extend the piston member 35a to engage the fourth clutch C3. In this state, the rotation of the input shaft 7 is transmitted to the first clutch C1 via the sleeve member 7a and the flange member 25, and is transmitted to the fourth clutch C1 via the coupling ring 31.
It is further transmitted from clutch C0 to small ring gear R via one-way clutch F2, and also to small ring gear R□ via clutch C3. That is, the rotation amplified by the torque converter 5 is distributed by the first clutch c1 and the fourth clutch C3 and transmitted to the small ring gear R1, and in this state, the rotation is transmitted to the small ring gear R1 or the large ring gear R2. Fixed by one-way clutch F1, small ring gear R
1 rotation, the carrier CR, while the sun gear S1 is idling.
The signal is transmitted at a reduced speed, and is further transmitted to the counter dry gear 9 via the boss 21. And the drive gear 9
The rotation is transmitted to the counter driven gear 47, further decelerated by the small gear 46 and the large ring gear 52, and transmitted to the front differential device 41, and then the left and right front axle shafts 56a.

56b.

When the first brake B1 is activated from the first speed state, the sun gear s1 is fixed, the first one-way clutch F1 overruns, and the large ring gear R2 idles. Then, the rotation of the small ring gear R1 from the input shaft 7 is taken out to the carrier CRt as second speed rotation, and further transmitted to the counter drive gear 9. In addition, at this time,
The hydraulic pressure of the actuator 35 is released, the fourth clutch C3 is released, and the rotation of the input shaft 7 is transmitted exclusively to the small ring gear R1 via the first clutch C3 and the second one-way clutch F2, or In the second speed state, the vehicle is in a predetermined running state and the torque converter 5
The torque amplification effect is small, and the transmission torque can be sufficiently carried by the first clutch CI.

Further, when the first brake B1 is released from the second speed state and hydraulic pressure is supplied to the actuator 29, the drum member 26 moves to the left in the figure, and the third clutch C8
is brought into contact with the tip of the flange member 25 to engage the clutch C6. In this state, the rotation of the input shaft 7 is transmitted to the small ring gear R1 via the first clutch C and the second one-way clutch F2, and is also transmitted to the small ring gear R1 via the flange member 25, drum member 26, and third clutch. The rotation is transmitted to the large ring gear R2 via Co, the planetary gear unit 10 rotates together, and the direct rotation is transmitted to the counter drive gear 9 via the carrier CR. At this time, the amount of overlap between brake B and clutch C6 is controlled to be large (to prevent both brake B and clutch C0 from being released and the engine revving up, and the second one-way By allowing the ring gear R1 to idle due to the overrun of the clutch F2 and controlling it in the direction of shifting to 4th gear, the second one-way clutch F2 is used to provide a margin for grip change control. Preventing the occurrence of mechanical locks within the transmission.

When the first brake B is activated from the third speed state, the sun gear S1 is fixed, and the small ring gear R1 is idled at high speed by the second one-way clutch F2.
The rotation of large ring gear R3 is taken out as an overdrive to carrier CR, and further transmitted to counter drive gear 9.

When downshifting by jumping from 4th gear to 2nd gear due to kick town or the like, hydraulic pressure is applied from the hydraulic actuator 29 while maintaining the engagement of the first clutch edge C1 and the first brake B1. Drain and third clutch C
Release 6. As a result, the one-way clutch F is shifted from an overrun state to a fixed state and smoothly shifted down by simple control that does not involve changing the grip of the clutch C8.

In addition, in the reverse range, the actuator 20
Oil pressure is supplied to the actuator 23 to extend the piston 20b and engage the second clutch C2, and at the same time, oil pressure is supplied to the actuator 23 to extend the piston 23a and operate the second brake B2.

In this state, the rotation of the input shaft 7 is caused by the hub 19 and the second
The reverse rotation is transmitted to the sun gear S1 via the clutch C8, the drum 17, and the sleeve shaft 16, and because the large ring gear R2 is fixed, the reverse rotation is taken out from the carrier CR and transmitted to the counter drive gear 9.

Furthermore, when the engine brake is activated, in 1st gear, the 2nd
Activate brake B2 to fix large ring gear R2,
In addition, in 2nd and 3rd speeds, the fourth clutch C3 is engaged and the input shaft 7 and small ring gear R are engaged regardless of reverse drive.
Connect 1.

In addition, the above-mentioned embodiments are applicable to those in which a simple speed reduction device is disposed on the counter shaft 42, or an underdrive transmission mechanism for switching between direct coupling and underdrive is disposed on the shaft, such as a five-way dynamic transmission. It goes without saying that it can be applied, and furthermore, although the above embodiment has been described as being applied to a planetary gear unit I consisting of a single planetary gear and a dual planetary gear, it is of course possible to apply it to other planetary gear units. be.

(G) As described in detail, according to the present invention, at first speed, the input shaft (
7) to the input rotating element (R1) of the planetary gear (10) via the forward (first) clutch (C1) and coast (fourth) clutch (C3), so when the vehicle starts, the torque converter ( The torque amplified by 5) can be distributed and carried by both clutches (C+) and (C3), thereby reducing the torque capacity of the forward clutch (C1) and
It is possible to prevent the increase in the number of plates and plate area in C3), thereby making the device more compact, and it is also possible to accommodate large-capacity engines while clearing restrictions on vehicle mounting.

In addition, the forward (first) clutch (C1) is always maintained in an engaged state during forward movement through the one-way clutch (F2), so even when shifting from 4th to 2nd gear, etc., the clutch remains engaged. It is possible to prevent grip change and obtain a good shift feel link with simple control.

Furthermore, if the one-way clutch (F2) interposed in the forward (first) clutch (C ) and the third brake (B3)
(see Figures 5 and 6), the layer can be made more compact and lightweight, and the first brake (B,) is held in the engaged state in 2nd gear. 4→
When downshifting to second gear, the brake (B1) can be maintained in an engaged state and the third clutch (C,) can be released with extremely simple control, and the one-way clutch (
F2) allows smooth step-jumping gear shifting.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing an automatic transmission mechanism according to the present invention, and FIG.
The figure is a diagram showing its operation. FIG. 3 is an overall sectional view showing a continuously variable transmission according to an embodiment of the present invention, and FIG. 4 is a sectional view showing a partially modified automatic transmission mechanism. FIG. 5 is a schematic diagram showing a conventional example, and FIG. 6 is a diagram showing its operation. 1... Automatic transmission mechanism 2... Single planetary gear 3... Dual planetary gear 7...
Input shaft, 9... Output member (counter drive gear) 10... Planetary gear unit
A... Automatic transmission C1... Forward (1st
) Clutch C2...Second clutch,
co...Third clutch C3...Coast (
4th) clutch B, ... 1st brake
B2...Second brake F2...(Second) one-way clutch F,...First one-way clutch
S,...Sun gear R1...Input rotating element (single planetary gear ring gear), R2...
・Dual planetary gear ring gear P. ...Long pinion, F2...Short pinion CR, ...Carrier Figure 1

Claims (1)

[Claims] 1. It has a planetary gear unit, and includes a plurality of clutches that connect a predetermined rotational element of the gear unit and an input shaft, and a plurality of locking means that lock the predetermined rotational element of the gear unit. , in an automatic transmission mechanism that operates these clutches and locking means as appropriate to achieve four forward speeds, the input shaft and the input rotational element of the planetary gear unit are connected via a forward clutch and a one-way clutch, and the coast An automatic transmission mechanism characterized in that the automatic transmission mechanism is connected via a coast clutch that is engaged at times, the forward clutch is always maintained in an engaged state during forward movement, and the coast clutch is engaged during first forward speed. 2. The planetary gear unit includes a single planetary gear and a dual planetary gear, and the sun gears and carriers of both planetary gears are integrally connected, and the carrier is connected to the output member, and the input rotating element is a single planetary gear. consisting of a ring gear of a planetary gear, the ring gear and the input shaft are connected via the forward (first) clutch and the (second) one-way clutch, and the coast (fourth) clutch; Further, the sun gear and the input shaft are connected via a second clutch, and the sun gear is locked by a first brake, and the ring gear of the dual planetary gear and the input shaft are connected to a third clutch.
The ring gear is connected via the clutch of the second ring gear.
2. The automatic transmission mechanism according to claim 1, wherein the automatic transmission mechanism is configured to be engaged by the brake and the first one-way clutch.