JPH02245551A - Planetary gear speed change gear - Google Patents

Abstract

PURPOSE:To increase the range of gear ratio by transmitting a driving force from a first and second planetary gear mechanisms to a third planetary gear mechanism in the lowest speed change gear stage and to the third planetary gear mechanism by accelerating the driving force by the fourth planetary gear mechanism in the highest gear stage. CONSTITUTION:The captioned speed change gear has a first planetary gear mechanism 21 into which a driving force from the output shaft 102 of a torque converter is inputted via a first clutch 31, a second planetary gear mechanism 22 into which the driving force is inputted via a second clutch 32, a third planetary gear mechanism 23 for outputting the driving force after speed change and a forth planetary gear mechanism 24 for overdriving. A ring gear 222 and a carrier 223 are commonly used for the second and fourth mechanisms. The driving force is transmitted from the first and second planetary gear mechanisms 21, 22 to the third planetary gear mechanism 23 in the lowest speed change stage while transmitting the driving force to the third planetary gear mechanism 23 after accelerating same by the fourth planetary gear mechanism 24 in the highest speed stage, to be outputted from an output shaft 206. Thereby, the gear ratios of the first and fifth gears can be simply set without need for considering other speed change stages, enabling the range of gear ratio to be increased.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a planetary gear transmission incorporated into an automatic transmission of an automobile or the like.

(Conventional technology) In order to simplify driving operations in automobiles,
Automatic transmissions are widely used.

Conventionally, many automatic transmission devices of various configurations have been proposed. This automatic transmission often incorporates a multi-stage transmission using planetary gears, and in the early days, many of these multi-stage planetary gear transmissions had three forward speeds. There is a demand for efficient use of engine power, and such demands have traditionally been met by multi-speed transmissions, and currently four forward speeds are the mainstream.

In developing such multi-stage transmission, the problem is how to set the transmission gear ratio.

Furthermore, it is important to reduce the number of clutches, brakes, and other locking elements for controlling the planetary gears as much as possible even with the same gear ratio, to shorten the axial length of the device, and to obtain a compact device as a whole.

On the other hand, the development of automobiles in recent years has been remarkable, and a wide variety of car models have been developed. Along with this, many engine variations have been developed to correspond to various vehicle models. It is desirable to have a gear train that can accommodate such engine variations with as few design changes as possible.

Therefore, recently, a planetary gear transmission has been proposed in which the number of speeds is increased by one step from 4th speed to 5th speed. As an example of such a five-speed planetary gear transmission,
There is one shown in Publication No. 3021.

As shown in Figure 4 (A), this planetary gear transmission is
Two sun gears S, S2 and two ring gears R,,R,
A planetary gear mechanism 02 includes a double arm planetary transmission mechanism 01 having a main planetary gear P, a sub planetary gear P2, one sun gear S, and one ring gear R. As shown in Figure 4 (B), there are three brakes B, , B, , B, and three clutches K.
By operating x, Ks, and Ka as appropriate and controlling the double planetary gear transmission mechanism 01 and the planetary gear mechanism @02 as appropriate, it is possible to perform five forward speeds and one reverse speed. There is. According to this planetary gear transmission, it is possible to perform five forward speeds without increasing the size of the device.

(Problems to be Solved by the Invention) Incidentally, in such a planetary gear transmission, the gear ratio at each shift is as follows.

That is, the gear ratio between ring gear R1 and sun gear S1 is λ1, and the gear ratio between ring gear R3 and sun gear SR is λ2.
And the gear ratio of ring gear R3 and sun gear S3 is λ3
Then, ■1st speed 0+λ, )/λ.

■2nd speed (λ, ◆λ2)・(l+λ3)/(λ,・
(l+λ3)) ■3rd speed 1+λ.

■4th speed 1 ■5th speed 0+λs)/(1+λ, +λ2) ■Reverse (
R) [1-(1/λ1))(1+(1/λs)).

As is clear from this speed ratio, in this planetary gear transmission, the speed ratios in #9 second speed and fifth speed include λ2, which is the gear ratio between ring gear R6 and sun gear S2. Therefore, it can be seen that the respective gear ratios in the second and fifth speeds are influenced by this λ2.

Therefore, let us consider the influence of this λ2. For example, let's assume that in order to obtain drivability at high speeds, that is, to have a margin of driving force, the gear ratio of the 5th gear of the ICs is widened. Although it is possible to reduce the diameter of sun gear S2 (then the number of teeth of sun gear S2 becomes smaller, the gear ratio λ2 also becomes smaller. Therefore, the gear ratio of the second speed becomes smaller. On the other hand, it is necessary to ensure that changing the fifth gear does not affect the power performance, so it is not desirable to change the gear ratio of the first gear, which affects the starting performance. Since the gear ratio of 1st gear cannot be changed, if you try to increase the gear ratio of 5th gear, the gear ratio step between 1st gear and 2nd gear will become wider. Desirable and smooth gear shifting cannot be achieved.

In this way, with the planetary gear transmission shown in the above-mentioned publication, if you try to change the gear ratio of the 5th gear, which greatly contributes to fuel economy and drivability at high speeds, the gear ratio of the 5th gear, which greatly contributes to starting performance, will change. Since the gear ratio in low gears such as first gear and second gear is affected, it is extremely difficult to change the gear ratio setting. For this reason, it is not possible to easily respond to variations in driving conditions in various vehicle types, engine parry engines, or in various regions as described above.

The present invention has been made in view of these problems, and its purpose is to provide a planetary gear transmission that can easily achieve a wide range of gear ratios by increasing the degree of freedom in setting gear ratios. The goal is to provide the following.

Another object of the present invention (1) is to provide a planetary gear transmission that can accurately accommodate various vehicle engine variations and various vehicle usage conditions.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention 1 For example, as shown with reference to FIG. 2, first, second, third and fourth planetary gear mechanisms (21), (22), (23), (
24).

A first sun gear (211) and a second sun gear (221) are integrally connected, and a first carrier (213) is integrally connected to a second ring gear (222), and these are connected to a third ring gear (232). are integrally connected to. Second
The ring gear (222) is commonly used as a ring gear of the fourth planetary gear mechanism (24), and the second carrier (223) is commonly used as a carrier of the fourth planetary gear mechanism (24).

The first ring gear (212) of the first planetary gear mechanism (21)
E. Power can be input from the torque converter output shaft (102) via the first clutch (31). Also, the second planetary gear mechanism (22)
The power from the torque converter output shaft (102) can also be input to the carrier (223) via the second clutch (32). On the other hand, the third carrier (
The output of the planetary gear transmission is taken out from the planetary gear transmission (233) via the output shaft (206).

and the third and fourth clutches (33), (34
), second and third brakes (52), (53),
and by first and second one-way clutches (41), (42) having one race (412) in common;
The operations of the second and fourth planetary gear mechanisms (22) and (24) are controlled respectively. Further, the operation of the third planetary gear mechanism (23) is controlled by the fifth clutch (35), the first brake (51), and the third one-way clutch (43).

(Operation and Effects of the Invention) In the planetary gear transmission according to the present invention having such a configuration, the forward speeds 1 to 5 and reverse speeds are controlled according to the operation of each locking element as shown in FIG. Each gear stage of 1st speed is now set. In that case, the gear ratio &
The result will be as shown in Figure 3 above. In particular, the gear ratios in the first and fifth speeds are such that the gear ratio of the first ring gear (212) and the first sun gear (211) is λ3, and the gear ratio of the second ring gear (212) is λ3, and the gear ratio of the second ring gear (212) is
2,2) and the second sun gear (221), λ2,
If the gear ratio between the third ring gear (232) and the third sun gear (231) is λ3, and the gear ratio between the second ring gear (222) and the fourth sun gear (241) is λ2', then ■first speed (1+λ , +(λI/λ2))・(l+
λl)■5th speed (1+λs)/(1+λ寥+λ2
’).

As is clear from these speed ratio equations, the gear ratio λ2 of the I-second planetary gear mechanism (22) is related to the first speed, but has no relation to the fifth speed. 24
) gear ratio λ2' is related to 5th gear, but has no relation to 1st gear. In other words, the gear ratio of 1st gear and the gear ratio of 5th gear can be set independently of each other. It becomes possible.

Therefore, the degree of freedom in setting the gear ratio is increased, and the gear ratios in the first and fifth gears can be easily set without particularly considering the gear ratios in the other gears. This widening of the viscosity gear ratio can be achieved reliably, making it possible to respond to various vehicle types, various engine variations, and various vehicle usage conditions without requiring major design changes. .

Note that the symbols in parentheses are for referring to the drawings and do not limit the structure of the present invention in any way.

(Example) Hereinafter, the present invention will be explained in detail using the drawings.

FIG. 1 is a longitudinal sectional view showing an embodiment of a planetary gear transmission according to the present invention, and (A) and (B) respectively show the left and right parts of this embodiment taken along the line E. , (A) and (B) are connected at the E-line, the planetary gear transmission of this embodiment is formed. Further, FIG. 2 is a skeleton diagram of this embodiment, in which 10 indicates a starting bag L and 20 indicates a planetary gear transmission.

1 and 2, the starting device 10 includes, for example, a pump impeller 101 connected to an engine output shaft l (shown only in FIG. 2), and a torque converter output facing the pump impeller 101. The torque converter TC consists of a turbine impeller 103 connected to a shaft 102 and a stator impeller 106 rotatably supported in only one direction by a fixed shaft 104 fixed to the case 2 via a one-way clutch 105. There is. This torque converter TC is equipped with a lock-up mechanism 107.

Planetary gear transmission 20i'& 1st planetary gear machine $21
, a second planetary gear mechanism 22, a third planetary gear mechanism 23, and a fourth planetary gear mechanism 24.

The first planetary gear mechanism 21 is rotatably supported by a first sun gear 211, a first ring gear 212, and a first carrier 213.The first sun gear 211 and the first ring gear 212
The first planetary gear 214 meshes with the first planetary gear 214.

Also, the second planetary gear mechanism 22, the second sun gear 221,
The second planetary gear 224 is rotatably supported by a second ring gear 222 and a second carrier 223 and meshes with the second sun gear 221 and the second ring gear 222.

Furthermore, the third planetary gear mechanism 23 has a third sun gear 231%.
The third planetary gear 234 is rotatably supported by a third ring gear 232 and a third carrier 233 and meshes with a third sun gear 231 and a first ring gear 232 .

Furthermore, the fourth planetary gear mechanism 24 is rotatably supported by a fourth sun gear 241, a second ring gear 222, a second planetary gear 224 that meshes with the second ring gear 222, and a second carrier 223.
It is composed of a second planetary gear 224 and a fourth planetary gear 244 that is integrated with the second planetary gear 224 . Therefore, the second ring gear 222 and the second carrier 223 are common components in the second and fourth planetary gear mechanisms 22,24.

In the first planetary gear mechanism 21, the first ring gear 212
is connected to the first rotating shaft 201. This first rotating shaft 201
is the first clutch (C-
1) Connected to the driven side of 31. 1st clutch 31
A drum portion 311 on the drive side is connected to the torque converter output shaft 102. The piston 312 engages and releases the friction clutch plates. Therefore, the first clutch 31 and the first rotating shaft 201 transfer the driving force from the torque converter output shaft 102 to the first ring gear 212 of the first planetary gear mechanism 21.
A first power transmission mechanism for transmitting power to the first power transmission mechanism is configured.

The torque converter output shaft 102 and the first rotating shaft 201 are arranged coaxially. The left end of the first rotating shaft 201 is fitted into the recessed fitting formed at the right end of the output shaft 102, and they are opposed to each other by a bearing. It is rotatably supported. 1st
The sun gear 211 is formed on a second rotating shaft 202 rotatably supported by a bearing on the first rotating shaft 201, and a second planetary gear mechanism 22 spline-fitted to the second rotating shaft 202. It is integrally connected to the second sun gear 221. Furthermore, the first carrier 213 is a common second ring gear 2 of the second and fourth planetary gear mechanisms 22,24.
22 and the third planetary gear mechanism 2
It is integrally connected to the third ring gear 232 of No. 3.

In the second planetary gear mechanism 22, the second carrier 223 connects the first bridge 2 to the third rotating shaft 203, which is rotatably supported by the first rotating shaft 201 through a bearing.
23a, and second and third bridges 223b and 223c connected to the first bridge 223a. second and fourth planetary gears 224,
244 is disposed to penetrate the hole of the first bridge 223a so as not to interfere with the first bridge 223a, and the planetary gears 224, 244 are arranged between the second and third bridges 223b, 223c. It is rotatably supported on an installed shaft. Third rotating shaft 20
3 is connected to the driven side of the second clutch (C-2) 32, and the drum part 321 is the driving side of the second clutch 32.
is connected to the torque converter output shaft 102. The second clutch 32 and the third rotating shaft 203 constitute a second power transmission mechanism that transmits the power from the torque converter output shaft 102 to the second planetary gear mechanism 22.

Further, the outer peripheral end 11 of the first bridge 223a of the second carrier 223 is a third brake (B
-3) It is connected to the brake hub 531 on the movable part side of 53. The fixed portion side of the third brake 53 is fixed to the case 2. Furthermore, the second bridge 2 of the second carrier 223
23b is connected to the inner race 411 of the first one-way clutch (F-1) 41. First one-way clutch 41
Outer lace cloud nine Outer lace 421 is case 2
It also serves as the inner race of the second one-way clutch 42 fixed to the. That is, the outer race of the first one-way clutch 41 and the inner race of the second one-way clutch 42 are a common race 412, and both one-way clutches 41 and 42 constitute a two-stage one-way clutch. There is.

A cylinder portion 531 is formed in the outer race 421, and a hydraulic piston 532 is slidably fitted into the cylinder portion 531. The cylinder portion 531 and the piston 532 form an operating portion of the third brake 53.

By arranging the cylinder portion 531 and the piston 532 within the outer race 421 in this manner, the axial length of the planetary gear transmission can be shortened. Further, since there is no ring gear dedicated to the fourth planetary gear mechanism 24, the space that should originally be provided for the ring gear is effectively used for arranging the operating portion of the third brake 53. This reduces the radial dimension.

In FIG. 2, the engine output shaft 1 in the direction indicated by arrow A
When the rotation of the first one-way clutch 41 is normal rotation, when the inner race 411 is about to rotate relative to the common race 412 in the normal rotation direction, the first one-way clutch 41 rotates freely, and the inner race 411 rotates relative to the common race 412 in the normal rotation direction. When rotating relative to 412 in the opposite direction, the inner race 411 and the common race 412 are set to engage with each other. Further, when the common race 412 on the second one-way clutch 42# tries to rotate relative to the outer race 421 in the forward rotation direction, it rotates freely, and the common race 412 rotates relative to the outer race 421 in the opposite direction. At this time, the common race 412 and the outer race 421 are set to engage with each other to prevent the common race 412 from rotating.

Further, the common race 412 is connected to a drum portion 341 on one side of a fourth clutch (C-4) 34 formed in a multi-disc clutch. The drum portion 341 of the fourth clutch 34 also serves as a drum portion of the second brake (B-2) 52. The other side of the fourth clutch 34 is connected to the fourth rotating shaft 204 on which a fourth sun gear 241 is formed. The fourth clutch 34 is engaged and released by a piston 342.

The fourth rotating shaft 204 is connected to the third rotating shaft 204 by a bearing.
3 is rotatably supported. This fourth rotating shaft 204
is the third clutch (C-3) formed in the multi-disc clutch.
) 33 is connected to a drum portion 331 on the driven side. The drive side of the third clutch 33 is connected to a drum portion 321 which is the drive side of the second clutch 32. Furthermore, this drum portion 321 is connected to the torque converter output shaft 102. The third clutch 33 is engaged and released by a piston 332.

On the other hand, the third rotating shaft 203 is connected to the fifth clutch (C-5) 35
is connected to the drive side of the The drum portion 351, which is the driven side of the fifth clutch 35, is connected to the third direction clutch (F-3).
) 43, and is also integrally connected to the third sun gear 231 of the third planetary gear mechanism 23. An outer race 431 of the third one-way clutch 43 is fixed to the case 2. Further, the drum portion 351 of the fifth latch 35 is connected to the first brake (B-1).
It also serves as the drum section of 51. This fifth clutch 35
The engagement and number of the two are performed by a piston 352.

Furthermore, the third carrier 233 is the output shaft 20 of the planetary gear device.
6. This output shaft 206 and the first rotating shaft 2
The right end of the first rotating shaft 201 is fitted into the left end recess of the output shaft 206 and is rotatably supported by a bearing.

On the other hand, the case 2 includes a drum portion 321 of the second clutch 32.
A first speed sensor (S-1) 61 that detects the rotational speed of the torque converter output shaft 102 is located in close proximity to the torque converter output shaft 102, and a second speed sensor (S-2) that detects the rotational speed of the output shaft 206.
62 are provided respectively.

As shown in FIG. 3, the planetary gear transmission of this embodiment configured as described above is set to a forward speed of 5'sh and a reverse speed of 1 speed.

Next, referring to FIG. 3, the speed change operation of this embodiment will be explained.

■Forward 1st speed: When shifting from neutral state to 1st speed, first clutch 3
1 is engaged. This engagement connects the torque converter output shaft 102 and the first rotating shaft 201. Therefore, the rotation of the torque converter output shaft 102 is transmitted to the first ring gear 212 of the first planetary gear mechanism 21, and this first ring gear 212 also rotates normally. That is, the first ring gear 212 becomes an input member. Due to the rotation of this gear 212, the first sun gear 211 becomes a reaction force element.
Planetary gear 214 and first carrier 213 also rotate normally. Also, due to the forward rotation of the first ring gear 212, the first
When the first sun gear 211 rotates in reverse through the planetary gear 214, the second sun gear 221 integrated with the first sun gear 211 also rotates in reverse. Along with this reversal, the second carrier 223 attempts to reverse. When the second carrier 223 tries to rotate in reverse, the inner race 411 of the first one-way clutch 41 that is integrally connected to the second carrier 223 also tries to rotate in the same direction. become engaged. Therefore, the common race 412 also tends to rotate in the same direction. However, when the common race 412 rotates in this direction, the common race 412 and the second one-way clutch 4
Since the outer race 421 of No. 2 comes to engage,
The second-direction clutch 42 prevents the common race 412 from reversing. That is, the first and second one-way clutches 41
．． The series operation of 42 prevents the second carrier 223 from reversing. Therefore, the second sun gear 2
21 causes the second ring gear 222 to rotate forward via the second planetary gear 224. In this way, the power input to the first ring gear 212 is
The signal is distributed and transmitted to the first planetary gear mechanism 21 and the second planetary gear mechanism 22.

Since the first carrier 213 and the second ring gear 222 are integrally connected, the normal rotation of the first carrier 213 and the normal rotation of the second ring gear 222 cause the third planetary gear mechanism 23 to
The third ring gear 232 begins to rotate normally. As the third ring gear 232 rotates in the normal direction, the third sun gear 231 attempts to rotate in the reverse direction via the third planetary gear 234.

However, since the rotation of the third sun gear 231 in this direction is prevented by the third one-way clutch 43, the third sun gear 231 does not rotate in the reverse direction. Therefore, as the third planetary gear 234 rotates forward, the third carrier 233 The output shaft 206, which is integrated with the third carrier 233, is decelerated and starts to rotate in the normal direction. In this way, the first speed is set. This reduction ratio is as shown in FIG. That is, the first ring gear 2
Assuming that the gear ratio between 12 and first sun gear 211 is λ1, the gear ratio between second ring gear 222 and second sun gear 221 is λ2, and the gear ratio between third ring gear 232 and third sun gear 231 is λ3, the gear ratio is (1+λ, +(λI/λ
2)) It is expressed as (1+λ3).

Note that when operating the engine brake, the first brake 51 and the third brake 53 are operated.

(2) Forward 2nd speed: When shifting from 1st speed to 2nd speed, the fourth clutch 34 is further engaged. Thereby, the first ring gear 212 becomes an input member similarly to the first speed.

That is, the forward rotation of the torque converter output shaft 102 transmitted via the first clutch 31 causes the first ring gear 212 to rotate forward. Due to this rotation of first ring gear 212, both first sun gear 211 and second sun gear 221 attempt to reverse rotation.

When the second sun gear 221 attempts to reverse rotation, the fourth sun gear 241 also attempts to reverse rotation via the second and fourth planetary gears 224, 244. However, the fourth clutch 3
4 is engaged and this fourth sun gear 241 is in a connected state with the common race 412, reverse rotation of the fourth sun gear 241 is prevented by the second one-way clutch 42. Therefore, the fourth and second sun gears 241, 2
21 have the same number of teeth, both the second and first sun gears 221, 211 do not reverse rotation. As a result, the forward rotation of the first ring gear 212 causes the first planetary gear 21
4, the first carrier 213 is decelerated and rotates normally. This normal rotation of the first carrier 213 is transmitted to the third ring gear 232. In that case, the second sun gear 22
1 does not rotate, there is no rotation transmitted from the second idling gear mechanism 22 to the third ring gear 232. In this way,
The second planetary gear mechanism no longer serves as a power transmission path. Further, the second carrier 223 is accelerated and rotates normally, so the first one-way clutch 41 is in a free rotation state.

And the same as in the case of 1st speed) 4 This third ring gear 23
2, the output shaft 206 is decelerated and rotates normally.

In this way, the second speed is set. The gear ratio in this case is expressed as (1+λ,)·(l+λ,) as shown in FIG.

If the number of teeth of the second sun gear 221 and the fourth sun gear 241 are different, the second and first sun gears 221 and 211 will both rotate according to the ratio of the number of teeth. These become reaction force elements.

Further, when operating the engine brake, the first fogging brake 51 and the second brake 52 are operated.

(3) Forward speed: When shifting from second speed to third speed, the second clutch 32 is further engaged as shown in FIG.

Thereby, the input members become the first ring gear 212 and the second carrier 223. That is, the first ring gear 212
Not only is the rotation of the torque converter output shaft 102 transmitted to the torque converter output shaft 102, but also the rotation of the output shaft 102 is transmitted to the second clutch 32, the third rotating wheel 203, and the second carrier 223. Further, since the rotation of the second carrier 223 is transmitted to the fourth sun gear 241 via the first one-way clutch 41, the fourth clutch 34, and the fourth rotating shaft 204, the fourth planetary gear mechanism 24 is directly connected. Also, the second carrier 223
is connected to the second and first via the second planetary gear 224.
Since the rotation is also transmitted to the sun gears 221 and 211, the first sun gear rotates at the same speed, so that the first planetary gear mechanism 21 is also directly connected. Therefore, the first carrier 2
13 also rotates forward at the same speed, and the third ring gear 232 also rotates forward at the same speed. The normal rotation of the third ring gear 232 is decelerated and transmitted to the third carrier 233, and the output shaft 206 rotates in the normal direction at the rotational speed of the third carrier 233.

Also, the second one-way clutch 42 method, the first, second and fourth sun gears 211°221.24 which were fixed in 2nd speed
1 rotates forward, so it rotates freely. In this way, the third speed is set. Similarly, the gear ratio in this case is expressed as (1+λS) as shown in FIG.

Note that when operating the engine brake, the first brake 51 is operated. Further, the first clutch 31 may be released after the third speed is achieved.

4th forward speed: When shifting from 3rd speed to 4th speed 11, the fifth clutch 35 is further engaged. In this case, as in 3rd gear,
The 1.2.4 planetary gear mechanisms 21, 22, and 24 are directly connected, and the rotation of the torque converter output shaft 102 is transmitted to the third ring gear 232 at the same speed in normal rotation. Furthermore, by engaging the fifth clutch 35, the rotation of the torque converter output shaft is transferred from the second carrier 223 to the fifth clutch 35.
It is also transmitted to the third sun gear 231 via. That is, the third sun gear 231 also rotates normally at the same speed.

In addition, the third planetary gear mechanism 23 is also directly connected, and the third carrier 233 and the output shaft 206 both rotate normally at the same speed as the rotation of the torque converter output shaft 102. In this way, the first to fourth planetary gear mechanisms 21 to 24
will all share the torque. In that case, the third
Since the third sun gear 231, which had been fixed up to the maximum speed, now rotates in the forward direction, the third one-way clutch 43 becomes free to rotate. In this way, the fourth speed is set. The gear ratio in this case is 1 as shown in the third riIJ.

■°4th forward speed (transition from 4th to 5th speed); 4th forward speed
When shifting from 1st to 5th speed, 4th speed is momentarily set immediately before 5th speed. When shifting to the fourth speed, the first clutch 31 is released from the fourth speed state. As a result, the rotation of the torque converter output shaft 102 is not transmitted to the first ring gear 212, and therefore, the rotation is transmitted only via the fourth planetary gear set #124.

At this time, since the fourth planetary gear mechanism 24 is still in the directly connected state, the third planetary gear mechanism 23 is also maintained in the directly connected state. Therefore, the rotation of output shaft 206 remains the same as the rotation of torque converter output shaft 102. In that case, only the torque sharing of each engagement element and each planetary gear mechanism changes. and the first planetary gear mechanism 2
1 does not share torque, and there is no change in rotational speed when shifting to 4th gear -, so there is no shock due to gear shifting. Thus, 4th gear is set. The gear ratio in this case is 1, which is the same as the fourth speed.

■Fifth forward speed (overdrive: OD): When changing from fourth speed to fifth speed, the second brake 52 is operated. In this case, #the rotation of the upper torque converter output shaft 1G2 is still transmitted to the second carrier 22 via the second clutch 32.
3. The second carrier 32 rotates normally at the same speed as the torque converter output shaft 102. That is,
The second carrier 223 serves as an input member.

The rotation of the second carrier 32 attempts to cause the fourth sun gear 241 to rotate normally, but the fourth sun gear 241
4, the second ring gear 222 rotates at an increased speed via the second planetary gear 224. This increased rotation of second ring gear 222 is transmitted to third ring gear 232. At this time, the first one-way clutch 41 rotates freely. On the other hand, the second carrier 22
3 is rotated by the third sun gear 23 via the fifth clutch 35.
1 can be conveyed.

Therefore, in the third planetary gear mechanism 23, both the third ring gear 232 and the third sun gear 231 rotate normally, and the speed of the third ring gear 232 is lower than that of the third sun gear 231.
, the rotation of the third ring gear 232 is decelerated by the rotation of the third sun gear 231 and transmitted to the third carrier 233. However, in that case, the rotational speed of the third carrier 233 is higher than that of the torque converter output shaft 102.
In other words, output shaft 206 is also sped up and rotates at a higher speed than torque converter output shaft 102, resulting in an overdrive state. In this way, the fifth speed is set. In this way, by inputting the driving force from the third ring gear 232 and the third sun gear 231, it becomes unnecessary to increase the number of teeth of the second ring gear 222. ' In this fifth speed, the first planet The gear mechanism 21 is not involved in power transmission. In this case, the gear ratio is 1 as shown in FIG. 1+λ, +λ2'
).

In this way, the description of the shift operation of 0 or more in which the forward speed is set from the first speed to the fifth speed is the explanation for the upshift, but the shift during the downshift may be performed by performing the above-mentioned reverse operation.

■Reverse (backward movement) When shifting from a neutral state to reverse gear, the third clutch 33 is engaged and the 1.3 brakes 51 and 53 are operated. Due to the operation of the third brake 53, the second carrier 2
230 rotations are blocked. On the other hand, when the third clutch 33 is engaged, the rotation of the torque converter output shaft 102 is transmitted to the fourth sun gear 241 via the drum portion 321 of the second clutch 32 and the third clutch 33.
Sun gear 241 now rotates forward at the same speed. Due to the forward rotation of the fourth sun gear 241, the second ring gear 222 is decelerated through the fourth and second planetary gears 244 and 224t, and rotates in the reverse direction. This second ring gear 22
The second reverse rotation is transmitted to the third ring gear 232, and the third ring gear 232 also reverses. Further, although the third sun gear 231 is allowed to rotate forward by the third one-way clutch 43, it does not rotate because it is braked by the operation of the first brake 51. Therefore, due to the reverse rotation of the third ring gear 232, the third The carrier 233 is also decelerated and rotates in reverse. This viscous output shaft 206 is reversed. In this way, the reverse gear is set.

The gear ratio in this case is expressed as -(1+λ,)/λ2'.

In this way, in this embodiment, the wide second planetary gear mechanism (
22) so that the gear ratio λ2 is related to the first speed,
It has nothing to do with fifth gear. Further, the gear ratio λ2 of the fourth planetary gear mechanism (24) becomes related to the fifth speed, but has no relation to the first speed. That is, it becomes possible to set the gear ratio of the first gear and the gear ratio of the fifth gear) -L independently from each other.

In other words, the gear ratios in 1st and 5th gears can be easily set without having to take into account the gear ratios in other gears, which increases the degree of freedom in setting gear ratios. Become.

For example, if λ and λ2' are set equal to each other and λ2=
λ# = 0.5, λ, = 0.395, λ, = 0.
4, the gear ratio of 1st gear is 3.058 and the gear ratio of 5th gear is 0.737, and while ensuring sufficient starting performance in 1st gear, the driver at high speed in 5th gear This makes it possible to ensure stability. Such a gear ratio setting is particularly suitable for vehicles that drive in areas where high-speed driving is normally performed.

Also, if λ2' is set larger than λ2, if λ2' is set larger than λ2,
,=0.5,λ,=0.556,λ,=0.395
, λm=0.4, the gear ratio of the first gear is 3.05
8. The gear ratio of 5th gear is 0.716, which ensures sufficient starting performance in 1st gear, while 5th gear is suitable for vehicles that drive in areas where high speeds are not normally required. ing.

Furthermore, if λ2' is set smaller than λ2, then λ
, = 0.588, λ2' = 0.5, λ1 = 0°395,
If λ, = 0.4, the gear ratio of the first gear is 2.892,
The gear ratio of 5th gear is 0.737, which reduces the gear ratio of 1st gear to smooth the transition to 2nd gear and ensure drivability when driving at high speeds in 5th gear. Suitable for vehicles such as sports cars, etc., where this is necessary.

In this way, it is possible to reliably achieve a wide gear ratio, and it is possible to adapt to various car models, various engine variations, and various vehicle usage conditions without major design changes. Become.

[BRIEF DESCRIPTION OF THE DRAWINGS] Fig. 1 shows an embodiment of the planetary gear transmission according to the present invention, in which (A) shows the left side thereof, and (B) shows the right side thereof. is the skeleton of this embodiment. Figure 3 shows the shift mode of this embodiment. Figure 4 shows a conventional planetary gear transmission. (A) shows its skeleton E, (B) shows its shift mode. It is a diagram. 20... Planetary gear transmission WL 21... First planetary gear IIL 211... First sun gear, 212...
1st ring gear, 213... 1st carrier, 22...
・Second planetary gear machine #L 221...Second sun gear, 2
22...Second ring gear, 223...Second carrier, 23...Third planetary gear machine 1IIA, 231...Third Sangi Asahi 232...Third ring gear, 233...
・Third carrier, 24...Fourth planetary gear mechanism 241
...4th sun gear, 31...1st clutch, 32.
...Second clutch, 33...Third clutch, 34...
・4th clutch, 35...5th clutch, 41...
first one-way clutch, 42... second-direction clutch,
43...Third one-way clutch, 51...First brake, 52...Second brake, 53...Third brake Patent applicant Aisin EI Tari 0 Tsuji Co., Ltd. Representative patent attorney Kenji Aoki (5 others) δChiba・1

Claims (2)

[Claims] (1) A first planetary gear mechanism to which driving force is input via a first power transmission system, a second planetary gear mechanism to which the driving force is input via a second power transmission system, and a drive after shifting. A third planetary gear mechanism that outputs power and a fourth planetary gear mechanism that performs overdrive, and at least in the lowest gear position, driving force is transmitted from at least the first planetary gear mechanism and the second planetary gear mechanism. Third
The driving force is set to be transmitted to the planetary gear mechanism, and at least at the highest speed stage, the driving force is set to be accelerated by at least the fourth planetary gear mechanism and transmitted to the third planetary gear mechanism. Features a planetary gear transmission. (2) The planetary gear transmission according to claim 1, wherein the ring gear and carrier of the second planetary gear mechanism and the ring gear and carrier of the fourth planetary gear mechanism are common.