JPH02275153A - Automatic transmission - Google Patents

Abstract

PURPOSE:To realize the secure shaft holding by providing the first and the second simple epicyclic gear sets at the outer circumferences of the front and the rear parts of the first intermediate shaft which is held between an input shaft and an output shaft, and the third simple epicyclic gear set at the outer circumference of the front part of the output shaft. CONSTITUTION:An input shaft 240 and an output shaft 800 are held at two points at the holder members 230 and 250 of a case 300, the first to the third simple epicyclic gear sets 110, 120, and 130 are provided at the outer circumferences of the front and the rear parts of the first intermediate shaft 60 which is held between the input and the output shafts, and at the outer circumference of the front part of the output shaft 800, respectively. Furthermore, a clutch 14 is arranged between the second and the third epicyclic gear sets. At the third epicyclic gear set 130, the output from the first and the second epicyclic gear sets 110 and 120, in which plural advance and rearward stages are achieved by plural friction contacting elements, is given as the input, and a deceleration by fixing a sun gear 131, or a deceleration by giving the input to the sun gear 131 and a ring gear 135 is carried out selectively. In such a way, the holding rigidity of each shaft is increased and a smooth operation can be carried out.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission equipped with a starting device and a planetary gear device.

[Prior Art] An automatic transmission that is equipped with a torque converter as a starting device and a plurality of rows of planetary gears to achieve five forward speeds and one reverse speed is described in Japanese Patent Publication No. 33021/1983. .

FIGS. 11(a) and 11(b) are a skeleton and an operation table of frictional engagement elements at each gear stage according to an embodiment of the automatic transmission disclosed in the above-mentioned publication, and this transmission has a torque converter 50 The input shaft 51 of the torque converter 50
is connected to the engine, and the output shaft 52 serves as the input shaft of the transmission and transmits input to the clutch and drum 4. The drum number 4 in the clutch is connected to the drum number 3 in the other clutch and the inner race of the one-way latch F1.

The hub of the clutch 4 is connected via a first intermediate shaft 53 to a carrier 61 of a first planetary gear train, generally designated 60. The first planetary gear train 60 is.

It is equipped with a small diameter sun gear 62 and a large diameter sun gear 63. The small diameter sun gear 62 meshes with a long pinion 65 via a short pinion 64, and the large diameter sun gear 63 directly meshes with the long pinion 65, and the short pinion. This is a so-called Ravigneau-shaped planetary gear train in which a common carrier 61 supports a long pinion 64 and a long pinion 65. The small diameter sun gear 62 is connected to the hub of the clutch 3 and the outer race of the one-way latch F1 via the second intermediate shaft 54, and the large diameter sun gear 63 is connected to the drum of the brake B1.

A first ring gear 66 meshing with the long pinion 65 is connected to the brake B3, and a second ring gear 67 is integrated with a ring gear 71 of a second planetary gear train 70 via a connecting member 68.

The second planetary gear train 70 is a simple planetary gear set, and the sun gear 72 is connected to the inner race of the one-way latch F and to the drum of the clutch 2. A connecting member 69 integral with the carrier 61 of the first planetary gear train 60 connects the clutch to the two hubs and the outer race of the one-way latch F. The drum 2 of this clutch also serves as the drum of brake B2.

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

As described above, this automatic transmission has three frictional engagement elements.
The vehicle is equipped with three brakes, three clutches, and two one-way clutches, and the engagement states of the frictional engagement elements at each gear stage are shown in the table of FIG. 11(b). In the figure, the x mark indicates engagement of the frictional engagement element.

In this transmission, the input member is the small-diameter sun gear 62 in the low forward speed gear, but the transmitted torque is maximum in the low speed gear. Therefore, in order to obtain a sun gear with strength corresponding to this transmission torque capacity, it is necessary to increase the diameter of the sun gear or the width of the sun gear.

Increasing the diameter of the sun gear increases the diameter of the entire transmission, and increasing the width of the sun gear increases the axial dimension of the transmission. Also, in the low speed stage,
Two binions must participate in meshing.

In order to achieve 5 forward speeds using 3 brakes, 3 clutches, and 2 one-way clutches,
As is clear from the operation table, when switching from 1st speed to 2nd speed, it is necessary to release clutch 2 and engage brake B1. Also when switching from 2nd to 3rd gear.

It is necessary to release the brake B1 and engage the clutch 4 at the same time.

Clutches and brakes are operated by hydraulic servo devices, but switching multiple of these frictional engagement elements at the same time is difficult to control.In particular, the speed change situation changes in various ways, and the frictional engagement elements deteriorate over time. Taking this into account, appropriate control has become even more difficult.

[Problems to be Solved by the Invention] In an automatic transmission having multiple gear stages, in order to avoid simultaneous switching of frictional engagement elements by a hydraulic servo device, it is necessary to add frictional engagement elements. Adding more engagement elements naturally requires more space, and
This also becomes a factor that hinders compactness, such as the addition of a shaft member for connection.

In particular, in order to install a friction engagement element with a hydraulic servo device, it is necessary to provide an oil passage for the hydraulic servo in a rational manner, and when providing an oil passage through a movable part, it is necessary to use structures such as seals. , durability is important.

As shown in the conventional automatic transmission mentioned above, an automatic transmission is equipped with an intermediate shaft disposed between the input shaft and the output shaft in addition to an input shaft and an output shaft, and when the intermediate shaft has a multilayer structure. There is. Since the shaft members rotate independently of each other, their support structure is important. In particular, the intermediate shaft supports the planetary gear set and frictional engagement elements on its outer periphery, so a solid support structure for the intermediate shaft is required. shall be.

On the other hand, in order to diversify the applications of automatic transmissions that have multiple gears, there are automatic transmissions that have so-called cross gear ratios, which minimize the difference in gear ratio between each gear, and It would be desirable to easily configure an automatic transmission with a so-called wide gear ratio that increases the difference by simply changing the gear set.

The gear ratio of a planetary gear set is determined by the ratio of the number of teeth between the ring gear and the sun gear, so in order to select a wider range of gear ratios, it is necessary to increase the diameter of the ring gear and reduce the diameter of the sun gear. There is a need.

In the above-mentioned conventional automatic transmission, the sun gear is the input member of the low speed stage where the transmitted torque is large, so there is not much room for reducing the diameter of the sun gear due to strength reasons, and the gear ratio In order to increase the width of the ring gear, the only option is to increase the diameter of the ring gear.

In order to easily accommodate changes in the diameter of the ring gear,
It is necessary to configure the ring gear so that there is a large gap between the ring gear and the member disposed on the outer peripheral side of the ring gear.

The present invention reduces the torque burden on the member by using the ring gear of the planetary gear set as the input member of the low speed stage,
By firmly supporting the intermediate shaft between the input shaft and the output shaft, reliable shaft support is achieved. By rationally arranging the planetary gear set and frictional engagement elements on the outer periphery of the intermediate shaft, the gear ratio can be easily changed, and servo hydraulic pressure is supplied to the frictional engagement elements supported by the intermediate shaft. The present invention provides an automatic transmission that facilitates automatic transmission.

[Means for Solving the Problems] In order to solve the problems described above, the present invention provides a starting device (2) for a case (300) that accommodates a planetary gear device.
An input shaft (240) supported at two points by a support member (230) fixed to the front part of the case (300), and an output shaft (8) supported at two points by a support member (350) fixed to the rear part of the case (300).
00) and.

A first intermediate shaft (610) supported by the input shaft (240) and the output shaft (SOO), and second and third intermediate shafts (620, 630), a first simple planetary gear set (110) disposed on the outer circumference of the front part of the first intermediate shaft (610), and a first
A second simple planetary gear set (120) disposed on the rear outer periphery of the intermediate shaft (610) and the output shaft (8
00), a third simple planetary gear set (130) disposed on the outer periphery of the front part, and a first intermediate shaft (610).
a clutch (14) which is a frictional engagement element disposed on the outer periphery of the rear part of the gearbox between the second simple planetary gear set (120) and the third simple planetary gear set (130); 1 and 2 simple planetary gear set (110
, 120) and a plurality of frictional engagement elements achieve a plurality of forward and reverse gears, and a third simple planetary gear set (130) is separated from the first and second simple planetary gear sets (110° 120). 1 with the output of as input
It has a basic configuration that selectively achieves deceleration by fixing one element (131) or deceleration by applying input to two elements (131, 135).

The servo oil pressure supply path to the frictional engagement element (14) disposed on the rear outer circumference of the first intermediate shaft (610) is an oil path formed in the support member that supports the output shaft (800). , an oil passage (805) formed in the output shaft (800),
Oil passage (61) formed in the first middle fltH1l (610)
5).

[Operation] By providing the above means, the first intermediate shaft (610
) has its front and rear ends as input shaft (240) and output shaft (800).
The first intermediate shaft (610) has high supporting rigidity, and exhibits the effect of rationally supporting many members by the first intermediate shaft (610).

Furthermore, the clutch (
14) servo oil pressure can be supplied from the output shaft (800) side.

Note that the above-mentioned symbols in parentheses are used to contrast with the drawings, but do not limit the configuration in any way.

[Example] Hereinafter, the present invention will be explained in detail based on the drawings.

Figure 1 is a sectional view of an automatic transmission implementing the present invention;
The figure shows a skeleton, and first, an overview of the whole will be explained with reference to FIG.

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

The starting device 2 includes a rear cover 204.
A turbine runner 208, which has a pump impeller 206 formed on the inner circumferential wall surface of the rear cover 204 and is disposed opposite to the pump impeller 206, is held by a turbine shell 210, and the turbine shell 210 has a starting bag at its inner circumference. ! 2 and is connected to an input shaft 240 that is an input member of the transmission 3. A stator 214 is disposed between the pump impeller 206 and the turbine runner 208, and the inner periphery of the stator 214 is connected to a one-sided clutch 216.
The inner race of the one-way clutch 216 is attached to the outer periphery of a support tube 230, which is a fixed member. A lock-up clutch 220 that directly connects the front cover 202 and the turbine shell 210 is disposed between the front cover 202 and the turbine shell 210.6 The planetary gear train of the transmission 3 includes a basic planetary gear train 4a and an auxiliary planetary gear. column 4b. The basic a-star gear train 4a is the first
and second simple planetary gear set 110.12
0, the first simple planetary gear set 110
This is a Simpson-shaped planetary gear train that connects the carrier 113 of the second simple planetary gear set 120 and the ring gear 125 of the second simple planetary gear set 120. The auxiliary planetary gear train 4b includes one row of simple planetary gear sets 130, and includes a sun gear 13.
1 is fixed and the input of the ring gear 135 is connected to the carrier 133.
It has the function of a so-called split-type speed reducer that provides input to the sun gear and ring gear, and outputs to the carrier.

This automatic transmission has five clutches as frictional engagement elements,
Equipped with 3 brakes and 3 one-sided clutches,
The coupling relationship between the friction engagement element and each element of the planetary gear train is as follows.

The input shaft 240 of the transmission 3 is connected to the drum of the first clutch 11, and the hub of the first clutch 11 is connected to the ring gear 115 of the first simple planetary gear set 110. The drum of the first clutch 11 also serves as the hub of the second clutch 12.

The drum of the second clutch 12 is connected to the hub of the third clutch 13 and the outer race of the first one-way clutch 31, and the drum of the first simple planetary gear set 11
0 sun gear 111, and further connected to the second intermediate shaft 62.
0 to the drum of the fourth clutch 14.

The carrier 113 of the first simple planetary gear set 110 connects the first intermediate shaft 610 and the first connecting member 150.
The third simple planetary gear set 1 is connected to the ring gear 125 of the second simple planetary gear set 120 through the third simple planetary gear set 1 and constitutes the auxiliary planetary gear train 4b.
30 ring gear 135.

The drum of the third clutch 13 and the first one-sided clutch 3
The first inner race is connected to the second inner race via the third intermediate shaft 630.
It is connected to the sun gear 121 of the simple planetary gear set. A second brake 22 is disposed on the outer periphery of the drum of the third clutch 13.

The carrier 123 of the second simple planetary gear set 120 is connected to the hubs of the second one-way clutch 32 and the fifth clutch 15 via a second connecting member 160. The outer race of the second one-way clutch 32 also serves as the inner race of the third one-way clutch 33 disposed on its outer periphery, and this race is integrated with the drum of the fifth clutch 15 to form the third simple planetary gear. It is connected to the sun gear 131 of the cellar 1-130. The first brake 21 is disposed on the outer periphery of the fifth clutch 15, and the outer race of the third one-way clutch 33 is fixed to the inner wall of the transmission case.

[Third Simple Planetary Gear Set] Thirty carriers 133 are connected to the output shaft 800.

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

The starting device 2 constituting the automatic transmission 1 is a fluid transmission device, and the engine side (hereinafter referred to as the engine side) is a fluid transmission device.
1111J)). A carrier cover 204 is integrally attached to the rear of the front cover 202, which rotates under the drive of the engine. A pump impeller 206 is formed on the inner circumferential wall surface of the rear cover 204, and a turbine runner 208 disposed opposite to the pump impeller 206 is held by a turbine shell 210. The turbine shell 210 is connected at its inner peripheral portion to an input shaft 240 which is an output member of the starting device 2 and an input member of the transmission 3 via a connecting member 211 . Pump impeller 206 and turbine runner 2
A stator 214 is disposed between the stator 2 and the
The inner peripheral part of 14 is the 7 outer race 2 of the one-way clutch 216.
15, and the inner race 217 of the one-way clutch 216 is attached to the outer peripheral portion of the front end of the support tube 230. Front cover 202 and turbine shell 21
A lock-up clutch 220 having a lock-up piston 222 is disposed between the lock-up clutch 220 and the lock-up piston 222.

A cylindrical case 300 that houses the components of the transmission 3 is connected to the rear of the housing 200, and an oil pump cover 250 and a partition plate 270 are connected to the joint between the housing 200 and the transmission case 300. Attach the oil pump housing 260. An internal Ichikawa pump consisting of an external gear 262 and an internal gear 264 is accommodated within the oil pump housing 260, and the inner peripheral portion of the external gear 262 is connected to a shaft 266 that is integral with the carrier cover 204. The center portion of the oil pump cover 250 forms a cylindrical support portion 252 that protrudes rearward, and the rear outer circumference of the support tube 230 is press-fitted and fixed into the inner circumference of the support portion 252.

The support tube 230 supports the input shaft at two fulcrums on its inner circumference, and the rear end of the input shaft forms a radially expanding flange. The outer peripheral part of the flange part is the first clutch drum 41
Concatenated to 0. The first clutch 11 is housed inside the first clutch drum 410, and the first clutch 11
A piston 420 is provided to operate the .

The rear side of the first clutch drum 410 opens rearward, and the clutch hub 430 is fixed to the oil side of the drum 410, and the second clutch 12 is connected between the clutch hub 430 and the second clutch drum 440 disposed opposite to each other. and a piston 450.

The hub 460 of the first clutch 11 is coupled to the ring gear 115 of the first simple planetary gear set 110. The outer periphery of the driver 11440 of the second clutch 12 is
It is integrated with a drum-shaped connecting member 480, which extends rearward and is connected to an outer race 490 of the first one-way clutch 31 which also serves as the hub of the third clutch 13.

Further, the connecting member 480 is connected to the sun gear 111 of the first simple planetary gear set 110 at its inner peripheral portion.

The inner race 500 of the first one-way clutch 31 is connected to a drum 520 that accommodates the third clutch 13 and a piston 540 that operates the third clutch 13, and the second brake 22 is disposed on the outer peripheral side of the drum 520. . The inner peripheral portion of the drum 520 is firmly supported by a central support member 310 provided at the center inside the transmission case 300.

The carrier 113 of the first simple planetary gear set 110 is connected to the first intermediate shaft 610 disposed closest to the center axis.
Connect to. The outer circumference of the tip of the first intermediate shaft 610 is supported by the inner circumference of the rear end of the input shaft 240 via a bearing, and the outer circumference of the rear end of the first intermediate shaft 610 is supported by the output shaft 800 via a bearing. be done. Since the input shaft 240 and the output shaft 800 are firmly supported by the transmission case 300, the first intermediate shaft 610 supported by these shafts is
The support rigidity also increases.

The first intermediate shaft 610 has a cylindrical second intermediate shaft 620.
A cylindrical third shaft is supported at a point on the outer periphery of the second intermediate shaft 620.
An intermediate shaft 630 is provided. This third intermediate shaft 630 is supported by the inner peripheral portion of the central support member 310. therefore,
The intermediate shaft 610°620.630 has a triple structure.

The rear part of the first intermediate shaft 610 is connected to a first connecting member 150, and the first connecting member 150 is connected to the ring gear 125 of the second simple planetary gear set 120 at its front part.
and supports the ring gear 135 of the third simple planetary gear set 130 at the rear thereof.

The sun gear 111 of the first simple planetary gear set 110 is connected to a drum 560 disposed on the inner peripheral side of the first connecting member 150 via a second intermediate shaft 620. The fourth clutch 14 and a piston 570 for operating the fourth clutch 14 are housed within the drum 560. Only the servo oil pressure of the piston 570 is supplied via an oil passage 805 formed on the output shaft 800 and an oil passage 615 formed on the first intermediate shaft 610.

All other servo devices supply servo hydraulic pressure from fixed members. The hub 580 of the fourth clutch 14 is connected to the carrier 123 of the second simple planetary gear set 120. The drum 520 housing the third clutch 13 and the inner race 500 of the first one-way clutch 31 are connected to the sun gear 121 of the second simple planetary gear set 120 via a third intermediate shaft 630.

The rear end portion of the first intermediate shaft 610 is supported by an output shaft 800, and the output shaft 800 is supported with respect to the transmission case 300 in the following manner. In other words, transmission case 3
A rear wall 330 is formed at the rear of 00, and this rear wall 3
A rear support member 350 is inserted into the inner circumferential portion of 30 and fixed. The rear support member 350 includes a cylindrical portion that protrudes toward the front inside the transmission case 300, and the outer diameter of one cylindrical portion is formed into a plurality of stepped portions whose outer diameters gradually become smaller toward the front. . The front inner circumference of the cylindrical portion of the support member 350 supports the front outer circumference of the output shaft 80o.

A spigot engagement portion 360 is provided at the rear end of the transmission case 300.
The inner periphery of the rear end of the rear case 370, which is fitted concentrically through the rear case 370, supports the rear outer periphery of the output shaft 800 via a bearing. therefore.

The output shaft 800 is reliably supported by two supporting points, and the first intermediate shaft 610 is reliably supported at its front and rear ends by the input shaft 240 and the output shaft 800, as described above.

A drum-shaped second connecting member 1 whose front end connects the second simple planetary gear set 120 and the carrier 123.
60 extends rearward and connects to the inner race 700. A multi-plate third brake 23 is disposed on the outer periphery of the second connecting member 160, and the piston 550 is housed within the rear wall surface of the central support member 310.

A sprag and an outer race 710 are arranged on the outer circumferential side of the inner race 700 that is coupled to the second connecting member 160.
A one-way clutch 32 is configured.

Another sprag and seven outer races 720 are further disposed on the outer peripheral side of this outer race 710 to constitute the third one-way clutch 33. That is, the race 710 is a member that serves both as an outer race and an inner race, and is interposed between the two one-way clutches 32 and 33, so it is referred to as a middle race 710 in this specification. inner lace 70
0 is integrated with the clutch hub 730, and the middle race 7
10 is connected to the fifth clutch drum 740.

The fifth clutch 15 and piston 750 are housed in the fifth clutch drum 740.

The outer periphery of the outer race 720 of the third one-way clutch 33 is spline engaged with the inner periphery of the case 300, and the band type ψ first brake 21 is disposed on the outer periphery of the fifth clutch drum 740.

The shaft member 760 that is integrated with the inner cylinder that is integrated with the fifth clutch drum 740 has its inner circumference connected to the rear support member 35.
0 at its outer periphery, and a sun gear 131 of a third simple planetary gear set 130 is attached to its tip.

The shaft 133 of the carrier that supports the binion of the third simple planetary gear set 130 is supported by a connecting portion formed at the front end of the output shaft 800.

The outer periphery of the output shaft 800 inside the rear case 370 includes
A parking gear 810 and a speedometer drive gear 830 are attached, and the parking gear 810
A pawl 820 coupled to the gear 810 is disposed on the outside of the gear 810 .

A connecting member 850 is fixed to the rear end of the output shaft with a nut 855.

Rotation sensors 305 and 3 for detecting the rotation speed of rotating members are installed in the main parts inside the transmission case 300 and rear case 370.
06 to obtain information for controlling the frictional engagement elements.

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

As described above, the automatic transmission of the present invention has five clutches, three brakes, and three one-way clutches as frictional engagement elements to achieve five forward speeds and one reverse speed. 1
The table shows the engagement state of each frictional engagement element at each gear stage.

In Table 1, the 0 mark indicates that the frictional engagement element engages,
The (0) mark indicates that it is engaged during engine braking.
Note that, as will be described later, the 4A gear has the same gear ratio as the 4th gear, and is a gear that appears immediately before shifting to the 5th gear.

Hereinafter, with reference to FIGS. 3 to 9 and Table 1, the power transmission path, the action of each frictional engagement element, and the gear ratio at each gear stage will be explained. In addition, in the figure, the thick line part shows the route which transmits power, and the diagonal line part shows the route which receives reaction force.

FIG. 3 shows a shift from neutral to first speed, which is achieved by engaging the first clutch 11.

The rotation of the human power shaft 240 is controlled by the first clutch 11.
The ring gear 115 of the simple planetary gear set is driven. Ring gear 115 drives carrier 113 and rotates sun gear 111 in reverse. sun gear 11
The path connecting to the second intermediate shaft 620 integral with the second intermediate shaft 620 is reversed together with the sun gear 111, engages the first one-way clutch 31, and connects the sun gear of the second simple planetary gear set via the third intermediate shaft 630. Becomes one with 121. This force tries to reverse the carrier 123, but since the carrier 123 is integrated with the inner race of the second one-way clutch 32 via the second connecting member 160, the one-way clutch 32 receives this force. is engaged, and the third one-way clutch 33 is further engaged to stop the above-mentioned path. When the second and third one-way clutches 32 and 33 are engaged, the path connected to the sun gear 131 of the third simple planetary gear set also becomes stationary, forming a reaction force support path shown by diagonal lines.

By stopping the carrier 123, the sun gear 121
The reverse rotation causes the ring gear 125 to rotate forward and decelerate. In this way, the input power from the ring gear 115 is divided between the carrier 113 and the ring gear 125, and is transmitted to the ring gear 135 of the third simple planetary gear set via the first connecting member 150. Since the sun gear 131 of the third simple planetary gear set is fixed, the input to the ring gear 135 is decelerated and transmitted to the carrier 133, thereby driving the output shaft 800.

Now, the ratio of the number of teeth between sun gear 111 and ring gear 115 of the first simple planetary gear set is λ1, the ratio of the number of teeth between sun gear 121 and ring gear 125 of the second simple planetary gear set is λ2, and the ratio of the number of teeth of sun gear 131 of the third simple planetary gear set is λ1. When the ratio of the number of teeth of the ring gear 135 and the number of teeth of the ring gear 135 is λ, the gear ratio of 1st speed is expressed as [1+λ1+(λ□/λ2)IX(1+λ3).

In 1st gear, a large torque is transmitted, but the input is from ring gear 11- of the first simple planetary gear set.
5, a member with a large outer diameter can be used as an input member, which is advantageous in terms of strength.

In addition, two one-way clutches 32 are provided in the path receiving the reaction force.
．． 33 are arranged in series, it is possible to actively utilize the mechanical shock absorbing effect of the one-way clutch to absorb shift shock during first gear.

During engine braking, the direction of force transmission is reversed and the first one-way clutch 31 and the third one-way clutch 33 try to idle, but as shown in Table 1, the first one-way clutch 31 The third clutch 13 disposed in parallel with the third one-way clutch and the third brake 23 disposed in parallel are engaged to maintain the connected state of each path.

FIG. 4 shows the power transmission path for the second speed. A shift from the first speed to the second speed is achieved by engaging the fourth clutch 14. The input is applied to the ring gear 115 of the first simple planetary gear set similarly to the first speed. Fourth clutch 14
When engaged, the first one-way clutch 31 becomes free, and the sun gear 111 of the first simple planetary gear set is fixed via the second intermediate shaft 620. By disengaging the first one-way clutch 31 from engagement, it is possible to smoothly switch to second speed.

The input to the ring gear 115 is decelerated and transferred to the carrier 113.
The output shaft 800 is further reduced in speed between the ring gear 135 of the third simple planetary gear set and the carrier 133 to drive the output shaft 800.

The gear ratio of 2nd speed is (1+λt) x (t+λ,) It is indicated by.

Even in the second speed, where the transmitted torque is large, the link gear 115, which is a large diameter member, can be used as an input member, and two one-way clutches are interposed in series in the path that supports one reaction force. Therefore, it is a little more advantageous in terms of speed, and can also absorb shift shocks.

During second speed engine braking, the third brake 23 is engaged.

FIG. 5 shows the power transmission path for the third speed. Shifting from second speed to third speed is achieved by engaging the second clutch 12.

The input shaft 240 is connected to the first intermediate shaft 610 via the first clutch 11 and to the second intermediate shaft 620 via the second clutch 12.

When the second clutch 12 is engaged and input is applied, the first one-way clutch 31 is engaged and input is also applied to the sun gear 121 of the second simple planetary gear set. Therefore, the first and second simple planetary gear sets rotate together, and both share and transmit power. At this time, the second one-way clutch 32 becomes free and the second connecting member 160 rotates. Therefore,
The rotation of the input shaft 240 is transmitted to the ring gear 135 of the third simple planetary gear set via the first connecting member 150 without being subjected to speed change.

Sun gear 131 receives a reaction force, but because third one-way clutch 33 is engaged, sun gear 131 is fixed, and the rotation of ring gear 135 is decelerated with carrier 133 and transmitted to output shaft 800.

The gear ratio of 3rd speed is 1+λ.

It is indicated by.

1. During engine braking. The first brake 21 is engaged to maintain the support path of the reaction force. As is clear from Table 1, the first brake 21 is engaged only during engine braking in third gear.

FIG. 6 shows the 4th speed power transmission path. Shifting from 3rd speed to 4th speed is achieved by engaging the fifth clutch 15.

When the fifth clutch 15 is engaged, the second connecting member 160 and the shaft member 760 are connected and rotated together. Rotation of shaft member 760 releases third one-way clutch 33, and sun gear 131 rotates together. This allows the third
The simple planetary gear set also rotates as a unit without relative rotation, and the entire planetary gear system is directly connected.

Therefore, the gear ratio of 4th gear is becomes.

Next, immediately before shifting from 4th gear to 5th gear, this automatic transmission switches to the power transmission path shown in FIG. 7, which is referred to as 4A gear. This switching is not for changing the gear ratio, but is an operation for smoothly achieving a shift to the 5th speed, and is achieved by releasing the first clutch 11. With this operation, the first intermediate shaft 610 is no longer involved in power transmission, but the carrier 123, sun gear 121, and third intermediate shaft 630 of the second simple planetary gear cell i-
The one-way clutch 31 and the second intermediate shaft 620 directly connect the first and second simple planetary gear sets. Since there is no change in the direct connection state of the third simple planetary gear set, the gear ratio of 4A speed remains the same as that of 4th speed.

The first one-way clutch 31 is engaged in the first, third, fourth, and 4A speeds.

FIG. 8 shows a 5th speed power transmission path. A shift from 4A speed to 5th speed is achieved by engaging the second brake 22. By engaging the second brake 22, the sun gear 121 of the second simple planetary gear set is fixed together with the third intermediate shaft 630. At this time, the first one-way clutch 31 goes from being engaged to being in a free state, making switching smooth. The input shaft 2 is connected to the carrier 123 of the second simple planetary gear set via the second intermediate shaft 620.
40 rotation, the ring gear 125 is driven at an increased speed, and the rotation is transmitted to the ring gear 1 of the third simple planetary gear set via the first connecting member 150.
35.

On the other hand, the rotation of the carrier 123 of the second simple planetary gear set is caused by the rotation of the second coupling member 160, the fifth clutch 15. It is also transmitted to the sun gear 131 of the third simple planetary gear set via the shaft member 760. Therefore, the third simple planetary gear set is ring gear 1.
The rotation of the ring gear 135 is reduced by a small amount and transmitted to the carrier 133 to drive the output shaft 800.

The 5th gear is in overdrive as a whole, and its gear ratio is expressed as 1/[1+(λ2/(1+λ3)).

In the first simple planetary gear set, the accelerated rotation of the first connecting member 150 is connected to the first intermediate shaft 61.
0 to the carrier 113 and the ring gear 11
5 is driven at increased speed. Although the ring gear 115 and the hub of the first clutch 11 connected thereto do not participate in power transmission, it is not desirable for the ring gear 115 to idle at high speed because it may affect bearings and the like.

Sun gear 111 of the first simple planetary gear set
If the ring gear 115 is fixed, the speed increasing ratio of the ring gear 115 will be large, but in the case of a single automatic transmission, the sun gear 11
1 to actively suppress the speed increasing ratio of the ring gear 115. By this measure, the relative rotational speed between sun gear 111 and ring gear 115 can be reduced,
The rotation speed of the pinion supported by the carrier 113 is also reduced.

The burden on bearings, lubrication, etc. is also reduced.

At the fifth speed, the first clutch 11 is released and relative rotation occurs between the hub and the drum. The hub of the first clutch 11 rotates together with the ring gear 115 at the speed increasing ratio described above. However, since the input rotation is applied to the drum of the first clutch 11, the relative rotation between the drum and the hub is small, and the occurrence of clutch dragging and the like can be suppressed.

As described above, in the automatic transmission of the present invention, the absolute rotation and relative rotation are reduced for the members that tend to be accelerated more when the 5th gear is overdriven. The influence of speed can be minimized as much as possible.

FIG. 9 shows the power transmission path when moving backward. For reverse movement, use the second clutch 12, third clutch 13, and third brake 23.
This is achieved by engaging. The rotation of input shaft 240 is transmitted to third intermediate shaft 630 via clutch 12 and clutch 13, and drives sun gear 121 of the second simple planetary gear set. When the brake 23 is engaged, the carrier 123 is fixed, and the ring gear 125 is decelerated in the opposite direction. This rotation is transmitted via the first connecting member 150 to the ring gear 135 of the third simple planetary gear set. The reaction force that the sun gear 131 receives is the second
Since it acts in the direction of engaging the one-way clutch 32,
Shaft member 760 and second connecting member 160 are connected, and sun gear 131 is also fixed. The rotation of ring gear 135 is further decelerated and transmitted to output shaft 800.

The gear ratio when reversing is -(1+λ2)X (1+λ3) It is indicated by.

Even in the reverse gear position, the second one-way clutch 32 is interposed in the path receiving the reaction force to absorb the trffi.

During engine braking, a rotational force in the opposite direction is applied to the path that receives the reaction force and attempts to disengage the second one-way clutch 32, but this rotational force in the opposite direction causes the third one-way clutch 33 to maintain a path of engagement and reaction force.

Generally, by interposing a one-way clutch in the path that transmits power or reaction force, it is possible to make gear changes smoother, but if a rotational force in the opposite direction is applied to the path, the one-way clutch Since the engagement is released, countermeasures are required.Normally, a clutch is installed in parallel with the one-way clutch, and when the one-way clutch is released, this clutch is engaged to transmit transmission. Route maintenance measures are employed.

In this automatic transmission, the third one-way clutch automatically engages during engine braking during reverse travel to maintain a path for receiving reaction force.

In addition, the second and third one-way clutches are installed with the main purpose of achieving smooth gear shifting by inserting them in series in the path that receives the reaction force during 1st or 2nd gear, which transmits a powerful torque. However, these one-way clutches can also be used as a path for receiving the reaction force of the reverse gear, making it possible to obtain an economical device.

FIG. 10 is a diagram showing the speeds of the sun gear, carrier, and ring gear that constitute the three-row simple planetary gear set at each gear stage.

In the figure, IST, 2ND, 3RD, 4TH, 5TH, RE
V is 1st speed, 2nd speed, 3rd speed, and 4th speed, respectively.

The speed of the carrier 133 of the third simple planetary gear set, which is the output member, is displayed when the input speed is set to 1.

Gear ratio λ1 of three simple planetary gear sets. λ
3. In the case of a close ratio, which reduces the difference in the gear ratios of each gear stage by changing λ, or a wide ratio, which increases the difference in the gear ratios.

In particular, it is necessary to increase the gear ratio of the 1st gear, which is the lowest speed stage, but since the input members for the 1st and 2nd gears are set to the ring gear 115 of the first simple planetary gear set,
Gear ratio λ1. λ2. When widening the ratio by changing λ, there is a large degree of freedom in terms of strength, and a good gear ratio can be obtained for both the close ratio and the wide ratio.

Furthermore, in the 5th gear, which is overdrive, the speed of the ring gear 115 of the first simple planetary gear set is such that an input of 1 is given to the sun gear 111, so the speed ratio of the ring gear 115 is 2, as shown by the chain line.
This makes it easy to take measures against high-speed rotating members.

Furthermore, since a one-way clutch is used at each gear stage and two friction engagement elements are not switched at the same time, smooth gear changes can be achieved and shocks can be absorbed.

As is clear from FIG. 1, the five clutches 11, 12, 13, 14, 15 and the third brake 23 of this automatic transmission are pistons that are servo devices that operate multi-plate clutches or brakes. is configured to slide in the axial direction.

In consideration of simplifying the seal structure and improving the durability of the seal, it is desirable that the path for supplying servo hydraulic pressure to these servo devices be arranged as directly connected from the fixed member to the servo device as possible.

In this automatic transmission, servo oil pressure is directly supplied to the first clutch 11 and the second clutch 12 from an oil pump cover 250 fixed to the front of the case, and the third clutch 13 and Servo hydraulic pressure is supplied to the third brake 23 from the central support member 310. Further, servo hydraulic pressure is supplied to the fifth clutch 15 from the rear support member 350.

Therefore, these oil passages for supplying servo hydraulic pressure require only a minimum amount of sealing material, and measures against leaks and the like can be easily taken.

Since only the fourth clutch 14 is disposed on the rear outer circumference of the first intermediate shaft 610, the servo oil pressure is applied to the first intermediate shaft 610.
Servo hydraulic pressure is supplied from the rear support member 350 through an oil passage 605 formed in the rear support member 350 and an oil passage 805 formed in the output shaft 800.

Therefore, the oil passage sealing member is located between the rear support member 350 and the output shaft 800, and between the output shaft 800 and the first intermediate shaft 61.
0 and between the first intermediate shaft 610 and the inner cylinder of the fourth clutch 14.

The output shaft 800 is connected to the rear support member 350 and the rear case 370.
Since it is firmly supported at two points, there is little deflection and the seal is highly durable. Since the first intermediate shaft 610 is also axially supported at its front and rear ends by the input shaft 240 and the output shaft 800, the support rigidity is high, and the durability of the seals provided at two locations is high.

Further, as described above, the fourth clutch 14 is engaged during the first to second speeds, which are low forward speed stages, but the rotational speed of the output shaft 800 is low in the first speed, and the rear support member 350 The servo oil pressure can be accurately supplied to the oil path of the output shaft 800, and the influence of centrifugal oil pressure is also minimized.

Therefore, servo oil pressure can be easily supplied to the fourth clutch 14, which is the only servo device that supplies servo oil pressure via a rotating member.

[Effects of the Invention] As described above, the present invention firmly supports the input shaft and the output shaft of an automatic transmission at two points by a member fixed to the case, and supports the first intermediate shaft by the input shaft and the output shaft. To support.

Three shafts are connected along the central axis of the automatic transmission, and all have high support rigidity. Then, second and third intermediate shafts are disposed concentrically around the outer circumference of the first intermediate shaft, and
Although the first and second simple planetary gear sets and a plurality of frictional engagement elements are arranged, the concentric precision is high and one operation is smooth.

Since the third intermediate shaft is supported by the central support member, it does not affect the first and second intermediate shafts.

Since the first and second simple planetary gear sets are arranged separately at the front and rear of the first intermediate shaft, by replacing the first simple planetary gear set, which has a particularly large effect on changing the gear ratio, It can easily accommodate cross and wide gear ratios. Furthermore, the first
The servo hydraulic pressure supply path to the clutch disposed at the rear of the intermediate shaft is rationally formed, which has the effect of supplying accurate hydraulic pressure and improving the durability of the sealing member.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view of the automatic transmission of the present invention, FIG. 2 is an explanatory diagram showing an overview of the automatic transmission of the present invention, FIG. 3 is an explanatory diagram showing the power transmission path at 1st speed, and FIG. The figure is an explanatory diagram showing the power transmission path at 2nd speed, Figure 5 is an explanatory diagram showing the power transmission path at 3rd speed, Figure 6 is an explanatory diagram showing the power transmission path at 4th speed, Figure 7 is an explanatory diagram showing the power transmission path at A4 speed, Figure 8 is an explanatory diagram showing the power transmission path at 5th speed, Figure 9 is an explanatory diagram showing the power transmission path at reverse speed, and Figure 9 is an explanatory diagram showing the power transmission path at A4 speed. FIG. 10 is a diagram showing each element of a planetary gear train, and FIG. 11 is an explanatory diagram showing a power transmission path in a conventional automatic transmission and an operation table of frictional engagement elements. 1... Automatic transmission, 2... Starting device. 3...Transmission, 11...First clutch, 12...Second clutch, 13...Third clutch, 14... ...Fourth clutch, 15...Fifth clutch. 21...First brake, 22...Second brake, 23...Third brake, 31...First one-way clutch, 32...
...Second one-way clutch, 33...Third one-way clutch. 110...First simple planetary gear set, 120...Second simple planetary gear set, 130...Third simple planetary gear set. 240...Input shaft, 250...Oil pump cover 300...
··Case. 310... Central support member, 350... Rear support member, 370... Rear case. 610...First intermediate shaft, 615...Oil passage, 620...Second intermediate shaft. 630...Third intermediate shaft, 800...Output shaft. 805... Yuji, Patent applicant Aisin AW Co., Ltd. Agent Patent attorney Masaaki Suzuki (2 others) Funeral map

Claims (2)

[Claims] (1) In an automatic transmission equipped with a starting device and a planetary gear device, the input shaft is supported at two points: the front part, which is the starting device, of the case that houses the planetary gear device, and the support member fixed to the rear part of the case. , an output shaft supported at two points by a support member fixed to the rear part of the case, a first intermediate shaft supported by the input shaft and the output shaft, and second and third intermediate shafts disposed on the outer periphery of the first intermediate shaft. an intermediate shaft, a first simple planetary gear set disposed on the front outer circumference of the first intermediate shaft, and a second simple planetary gear set disposed on the rear outer circumference of the first intermediate shaft; A third simple planetary gear set disposed on the front outer circumference of the output shaft, and a second simple planetary gear set disposed on the rear outer circumference of the first intermediate shaft and between the third simple planetary gear set. the first and second simple planetary gear sets and the plurality of friction engagement elements achieve a plurality of forward speeds and reverse speeds, and the third simple planetary gear set Said first and second
An automatic transmission characterized by comprising a configuration that selectively achieves deceleration by fixing one element using the output from the simple planetary gear set as input, or deceleration by providing input to two elements. . (2) In the automatic transmission according to claim 1, the servo hydraulic pressure supply path to the frictional engagement element disposed on the outer peripheral portion of the rear part of the first intermediate shaft is an oil hydraulic pressure supply path formed in the support member that supports the output shaft. 1. An automatic transmission comprising: an oil passage formed on an output shaft; and an oil passage formed on a first intermediate shaft.