JPH02275157A - Automatic transmission - Google Patents

Abstract

PURPOSE:To realize a compact size by making a member to give the input to an epicyclic gear device in a low speed advance range into an intermediate shaft provided at the central shaft side which links an input shaft and the ring gear of the first epicyclic gear set through a clutch. CONSTITUTION:Between an input shaft 240 and simple epicyclic gear sets 110 to 130, clutches 11 to 15, one-way clutches 31 to 33, and brakes 21 to 23 are provided intensively, they are linked by intermediate shafts 610 to 640, and the output is drawn out from an output shaft 800. To the third epicyclic gear set 130, the output of the first and the second epicyclic gear sets 110 and 120 to achive plural advance and rearward ranges is input as an input, and a deceleration by fixing an element 131, or a deceleration by giving an input to elements 131 and 135 is carried out. In this case, the member to give the input to the epicyclic gear device at a low speed advance range is made into the intermediate shaft 610 at the most central shaft side which linkes the input shaft 240 and the ring gear 115 through a clutch 11. In such a way, plural friction contacting elements are collected intensively, and a compact size can be realized.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission equipped with a single 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 includes a small diameter sun gear 62 and a large diameter sun gear 63.

The small diameter sun gear 62 meshes with the long pinion 65 via the short pinion 64, and the large diameter sun gear 63 directly meshes with the long pinion 65. It is a Ravigneau-shaped planetary gear train. 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. First ring gear 66 meshing with long pinion 65
is connected to the brake B3, and the second ring gear 67 is connected to the ring gear 7 of the second planetary gear train 70 via a connecting member 68.
Become one with 1.

The second planetary gear train 7o 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 idler 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 to increase the width of the sun gear.

If the diameter of the sun gear is increased, the diameter of the entire transmission becomes large, and if the width of the sun gear is taken as the width of the sun gear, the axial dimension of the transmission becomes long. Also, in the low speed stage,
Two pinions 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. When switching from second speed to third speed, it is also necessary to release brake B1 and engage clutch 4.

Although clutches and brakes are operated by hydraulic servo devices, it is difficult to control simultaneous switching of a plurality of these friction engagement elements. In particular, appropriate control has become even more difficult, taking into account the various changes in the speed change situation and the deterioration of the frictional engagement elements over time.

[Problem to be solved by the invention] In order to avoid simultaneous switching of the frictional engagement elements operated by the hydraulic servo device, it is necessary to add more frictional engagement elements, but this hinders the downsizing of the automatic transmission. It becomes a factor.

The present invention achieves compactness by arranging a plurality of frictional engagement elements with a hydraulic servo device in a concentrated manner, and also makes it possible to rationally arrange a hydraulic circuit to the hydraulic servo device. It provides an automatic transmission.

The purpose of the present invention is to provide a three-row simple planetary gear set as a planetary gear device, and use a ring gear as the input member of the low speed stage to reduce the torque load on the input member and to make the -layer more compact.

[Means for Solving 111fl 1 In order to solve the problems described above, the automatic transmission of the present invention has an input shaft (240) that transmits the output of the starting device, and a three-row simple planetary gear set (110). ,12
0,130), a plurality of friction engagement elements arranged collectively between the input shaft and the three rows of simple planetary gear sets, and the first and second simple planetary gear sets and the plurality of friction engagement elements. A multi-structured intermediate shaft (6
10, 620, 630, 640) and an output shaft (800) that takes out the output from the third planetary gear set,
o, t20) and a plurality of frictional engagement elements achieve a plurality of forward stages and reverse stages, and a third simple planetary gear cell 1- (130) outputs the output from the first and second simple planetary gear sets. It has a configuration that selectively achieves deceleration by fixing one element (131) of the simple planetary gear cellar 1- or deceleration by applying input to two elements (131, 135) of the simple planetary gear cellar 1- as an input. A member that provides input to the planetary gear device at a low speed stage connects the input shaft (240) and the ring gear (1) of the first simple planetary gear set (110) via a frictional engagement element.
15) and the intermediate shaft (6
10).

[Function] By providing the above means, the input member of the forward low speed stage that transmits a large torque is a ring gear (115) with a large diameter, reducing the torque burden and The disposed intermediate shaft (610) can have a small diameter.

Therefore, the intermediate shaft can have a compact multilayer structure, and the frictional engagement elements can be aggregated to make the entire automatic transmission compact.

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] The present invention will be described in detail below based on one drawing.

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.

Automatic transmission 1 has one start bag [i! 12 and a transmission 3 having a planetary gear device, but as the starting device 2, in addition to the torque converter shown in this embodiment, appropriate means such as a fluid coupling, an electromagnetic clutch, a multi-disc clutch, a centrifugal clutch, etc. are selected. can do.

The starting device 2 is connected to the rear part of the front cover 202 which rotates under the drive of the engine.
．． A turbine runner 208 has a pump impeller 206 formed on the inner peripheral wall surface of the rear cover 204 and is disposed opposite to the pump impeller 206.
The turbine shell 210 is held at its inner peripheral portion and is connected to an input shaft 240 that is an output member of the starting device 2 and an input member of the transmission 3. pump impeller 206
A stator 214 is disposed between the turbine runner 208 and the one-sided clutch 21
6, and the inner race of the one-way clutch 216 is connected to the support cylinder 230 which is a fixed member.
It is attached to the outer periphery of the 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.

The planetary gear train of the transmission 3 includes a basic planetary gear train 4d and an auxiliary planetary gear train 4b. The basic planetary 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 first simple planetary gear set 1 via the first intermediate shaft 610.
10 ring gear 115. first clutch 1
The drum of the second clutch 12 also serves as the hub of the second clutch 12, and the drum of the second clutch 12 connects to the sun gear 1 of the first simple planetary gear set 11O via the second intermediate shaft 620.
Connect to 11. The drum of the second clutch 12 is also connected to the drum of the fourth clutch 14, and the drum of the fourth clutch 14
The hub of is connected to the carrier 123 of the second simple planetary gear set 120 via a third intermediate shaft 630. The drum of the fourth clutch 14 is connected to the outer race of the first one-way clutch 31 together with the third clutch 13 . The drum of the third clutch 13 and the inner race of the first - direction clutch 31 are connected to the sun gear 121 of the second simple planetary gear set 120 via the fourth intermediate shaft 640. A second brake 22 is disposed on the outer periphery of the drum of the third clutch 13.

The carrier 113 of the first simple planetary gear set 110 is connected to the ring gear 125 of the second simple planetary gear set 120, and the third simple planetary gear set 130 constitutes the auxiliary planetary gear train 4b via the first connecting member 150. ring gear 135
Become one with.

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. Connected to sun gear 131 of set 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.

The carrier 133 of the third simple planetary gear set 130 is 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 is housed inside a housing 200 that opens toward the engine side (hereinafter, the engine side will be referred to as the "front side"). 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 to the connecting member 2 at its inner circumference.
11, it is connected to an input shaft 240 which is an output member of the starting device 2 and 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 circumference of the stator 214 is connected to an outer race 215 of a one-way clutch 216 and an inner race 217 of the one-way clutch 216.
is attached to the outer periphery of the front end of the support tube 230. A lock-up clutch 2 having a lock-up piston 222 is disposed between the front cover 202 and the turbine shell 210.
20 will be installed.

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 gear 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 of the oil pump cover 250 forms a cylindrical support portion 252 that protrudes rearward, and this support portion 25
The rear outer circumference of the support tube 230 is press-fitted and fixed to the inner circumference of the support tube 230.

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 screw 1-pin 420 for operating the is provided.

The rear side of the first clutch drum 410 opens rearward, and the clutch hub 430 is fixed to the front 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. A piston 450 is housed therein. The inner peripheral side of the second clutch drum 440 is a cylinder member 46
This cylinder member 460 is rotatably supported by the support portion 252 of the oil pump cover 250. A fourth clutch drum 470 that accommodates the fourth clutch 14 and a piston 480 is connected to the front end of the cylinder member 460 .

The fourth clutch drum 470 is connected to the outer race 540 of the first one-way clutch 31 via a connecting member 490. The hub 500 of the fourth clutch 14 is connected to the third intermediate shaft 630. A third clutch drum 520 is provided between the outer race 540 and the third clutch drum 520 disposed on the outer peripheral side thereof.
A clutch 13 is provided, and a piston 530 is housed in a clutch drum 520. A band-type second brake 22 is provided on the outer periphery of the third clutch drum 520, and the inner cylinder side of the clutch drum 520 is integrated with the inner race 510 of the first one-way clutch 31.

The inner circumference of the rear end of the input shaft 240 is connected to the first
supports the outer periphery of the distal end of the intermediate shaft 610.

The outer peripheral portion of the rear end of the first intermediate shaft 610 is supported by the inner peripheral portion of the tip end of the output shaft 800 via a bearing. Since the input shaft 240 and the output shaft 800 are firmly supported by the transmission case 300, the support rigidity of the first intermediate shaft 610 supported by these shafts is also increased.

The outer circumference of the first intermediate shaft 610 is a cylindrical second intermediate shaft 6.
20 is supported at two points, and the outer peripheral portion of the second intermediate shaft 620 supports a cylindrical third intermediate shaft 630 at two points. A fourth intermediate shaft 640 arranged concentrically on the outer peripheral side of the third intermediate shaft 630
is supported by the inner periphery of a central support member 310 attached to the center inside the transmission case 300. The central part of the central support member 310 is formed into a cylindrical part that protrudes forward and rearward of the case. The inner periphery of the inner cylinder of the clutch drum 520 is rotatably supported.

The front end of the first intermediate shaft 610 is connected to the hub 405 of the first clutch 11 , and the front end of the second intermediate IFIII 620 is connected to the clutch drum 440 of the second clutch 12 . The front end of the third intermediate shaft 630 is connected to the hub 500 of the fourth clutch 14 , and the front end of the fourth intermediate shaft is connected to the drum 520 of the third clutch 13 and the first one-way clutch 31 . Connected to inner race 510. 4 layers 4
? An intermediate shaft having a positive sign extends rearwardly through the central support member 310.

The outer peripheral portion of the rear end of the first intermediate shaft 610 is supported by the inner peripheral portion of the tip end of the output shaft 800 . A rear wall 330 is formed at the rear of the transmission case 300, and a rear support member 350 is inserted into and fixed to the inner circumference of the rear wall 330. This rear support member 350 has 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. Ru. The front end inner circumferential portion of the cylindrical portion of the support member 350 supports the front outer circumferential portion of the output shaft 800 .

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.

As explained in the skeleton of FIG. 2, three rows of simple planetary gear sets are arranged on the outer periphery of the connecting portion between the intermediate shafts 610, 620, 630, 640 and the output shaft 800, which have a four-layer structure. 1st. arranged in the third order.

The ring gear 115 of the first simple planetary gear set 110 is attached to the rear end of the first intermediate shaft 610 via a connecting member 615. The sun gear 111 of the first simple planetary gear set 110 is attached to the rear end of the second intermediate shaft 620, and the pinion carrier shaft 1[3 is connected to the ring gear 125 of the second simple planetary gear set 120. One end of the carrier shaft 123 of the second simple planetary gear set 120 is connected to the third
The other end is connected to the intermediate shaft 630 of the second connecting member 16.
Inner race 7 of second one-way clutch 32 through 0
Connect to 00.

A sun gear 121 of the second simple planetary gear set 120 is formed at the rear end of the fourth intermediate shaft 640. Ring gear 125 of the second simple planetary gear set
is integrated with the ring gear 135 of the third simple planetary gear set 130 via the first connecting member 150.

A multi-plate third brake 23 is disposed on the outer periphery of the second coupling member 160 disposed outside the first coupling member 150, and a piston 550 is inserted into the rear wall surface of the central support member 310. to be accommodated.

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 an outer race 720 are further disposed on the outer peripheral side of the 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 first brake 21 is disposed on the outer periphery of the fifth clutch drum 740. The shaft member 760, which is integrated with the inner cylinder integrated with the fifth clutch drum 740, has its inner circumference supported by the outer circumference of the rear support member 350, and has the third simple planetary gear set 1 attached to its tip.
Attach 30 Sanghyas 131.

The shaft 133 of the carrier that supports the pinion 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 input shaft 240 is controlled by the first clutch 11.
, and drives the ring gear 115 of the first simple planetary gear set. Ring gear 1
15 drives the carrier 113 and the sun gear 11
Reverse 1. The path connecting to the second intermediate shaft 620 that is integrated with the sun gear 111 reverses along with the sun gear 111, engages the first one-way clutch 31, and connects the fourth intermediate shaft 620.
It is integrated with the sun gear 121 of the second simple planetary gear set via 40. This force tends to reverse the carrier 123, since the carrier 123 is integral with the inner race of the second one-way clutch 32 via the second connecting member 160.

In response to this force, the one-way clutch 32 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 λ4, the ratio of the number of teeth of 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 λ4. Let the ratio of the number of teeth of the ring gear 135 and the number of teeth of the ring gear 135 be λ.

The gear ratio of 1st speed is expressed as [1+λ, +(λ,/λ2)IX(1+λ,).

In 1st gear, it transmits a large amount of torque.

Since the input is input from the ring gear 115 of the first simple planetary gear set, a member with a large outer diameter can be used as the 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 second speed power transmission path. Shifting from the first gear to the second gear 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
is engaged, the first one-way clutch 31 becomes free, the third intermediate shaft 630 and the second intermediate shaft 620 are connected, and the sun gear 1 of the first simple planetary gear set is connected.
11 is fixed. By disengaging the first one-way clutch 31 from engagement, it is possible to smoothly shift 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+λ1)×(1+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 advantageous in terms of strength and can also absorb shift shock.

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. Furthermore, since the fourth clutch 14 is engaged, the connection between the second intermediate shaft 620 and the third intermediate shaft 630 is maintained.

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 share the power between them. 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 ■＋λ3 It is indicated by.

During engine braking, the first brake 21 is engaged to maintain the support path for 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 integrally without relative rotation, and the entire planetary tooth IL device 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 no longer participates in power transmission, but the second simple planetary gear set carrier 123, sun gear 121, fourth intermediate shaft 640, one-way clutch 31, and third intermediate shaft 630 According to the first
and a second simple planetary gear set.

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 fourth intermediate shaft 640. At this time, the first one-way latch 31 is released from engagement, making the switching smooth. Since the rotation of the input shaft 240 is applied to the carrier 123 of the second simple planetary gear set via the third intermediate shaft 630, the ring gear 125
is driven at an increased speed, and its rotation is transmitted to the ring gear 135 of the third simple planetary gear set via the first connecting member 150.

On the other hand, the rotation of the carrier 123 of the second simple planetary gear set is also transmitted to the sun gear 131 of the third simple planetary gear set via the second coupling member 160, the fifth clutch 15, and the shaft member 760. Therefore, the third simple planetary gear set is ring gear 1.
The ring gear 135 acts as a so-called split type planetary gear train that rotates the ring gear 135 and the sun gear 131.
The rotation is reduced by a small M: and is transmitted to the carrier 133 to drive the output shaft 800.

The fifth gear is in overdrive as a whole, and its gear ratio is expressed as 1/[1+(λ,/(1+λ,))].

In the first simple planetary gear set, the accelerated rotation of the first connecting member 150 is input to the carrier 113 to drive the ring gear 115 at an increased speed. Although the ring gear 115 and the first intermediate shaft 610 connected thereto do not participate in power transmission, it is not desirable for them to idle at high speed because it may affect bearings and the like.

Sun gear 111 of the first simple planetary gear set
When fixed, the speed increasing ratio of the ring gear 115 becomes large, but in the case of a single automatic transmission, the input rotation is applied to the sun gear 115 via the second intermediate shaft 620, and the speed increasing ratio of the ring gear 115 is increased. Actively suppress the ratio. By this measure, the relative rotational speed between sun gear 111 and ring gear 115 can be reduced, the rotational speed of the pinion supported by carrier 113 is also reduced, and 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 first intermediate shaft 610 and the ring gear 115 at the speed increase ratio described above. However, since 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, etc. 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 shadow TI due to speed can be reduced 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. 2400 revolutions of the input shaft is transmitted to the fourth intermediate shaft 640 via the clutches 12 and 13, and drives the 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+λ,) 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 impact.

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. Usually, a clutch is placed in parallel with a one-way latch.

A means is employed to engage the directional clutch to maintain the transmission path when the clutch is disengaged.

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. Although it is an element to set.

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, 5'l"H,
REV indicates 1st speed, 2nd speed, 3rd speed, 4th speed, 5th speed, and reverse, respectively, and when the input speed is 1, the speed of the carrier 133 of the third simple planetary gear set, which is the output member, is displayed. .

Gear ratio λ1 of three simple planetary gear cellars 1-.
λ2. In the case of a cross ratio that reduces the difference in the gear ratios of each gear ratio by changing λ1, or a wide ratio that increases the difference in the gear ratios by changing λ1, especially 1, which is the lowest speed gear.
It is necessary to increase the gear ratio of the 1st and 2nd gears, 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, the gear ratio λ0. λ2. λ,
When changing the ratio to achieve a wide ratio, the strength is high 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 can be suppressed to below, making 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.

[Effects of the Invention] As described below, the present invention consists of a planetary gear device with a simple planetary gear set, so each gear is easy to manufacture, high precision is easy to achieve, and there is no vibration.

L is advantageous because it suppresses the generation of noise and the like.

Three rows of simple planetary gear sets are collectively arranged, and a plurality of friction engagement elements with servo devices are collectively arranged between the input shaft and the three rows of simple planetary gear sets.

By arranging the frictional engagement elements in a concentrated manner, the space can be used effectively to contribute to compactness, and the hydraulic circuit to the servo device can be rationally configured. At the same time, the lubrication device for the frictional engagement elements is also streamlined.

When a three-row simple planetary gear set and frictional engagement elements are arranged together, the intermediate shaft that connects them becomes a multilayer structure, which causes expansion in the radial direction, but it is difficult to input the low speed gear that transmits a large amount of power. By using the ring gear of a simple planetary gear set as a member, it is possible to reduce the torque burden and reduce the shaft diameter. By arranging the small-diameter intermediate shaft that transmits this input closest to the center axis.

This has the advantage that the intermediate shaft having a multilayer structure can be configured compactly.

[Brief explanation of drawings]

FIG. 1 is a sectional view of an automatic transmission according to the present invention, and FIG. 2 is an explanatory diagram showing an outline of the automatic transmission according to the present invention. Fig. 3' is an explanatory diagram showing the power transmission path at the first speed. FIG. 4 is an explanatory diagram showing the power transmission path at second 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 gear, and Figure 7 is A4
An explanatory diagram showing a power transmission path at high speed. FIG. 8 is an explanatory diagram showing the power transmission path when the vehicle is in fifth gear, and FIG. 9 is an explanatory diagram showing the power transmission pathway when the vehicle is in reverse. 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... Single dynamic 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-sided clutch, 32...
...Second one-sided clutch, 33...Third one-sided clutch. 110...First simple planetary gear set, 120...Second simple planetary gear
'set, 130...Third simple planetary gear set, 240...Input shaft, 610...First intermediate shaft. 620... Second intermediate shaft, 630... Third intermediate shaft, 640... Fourth intermediate shaft. 800... Output shaft. Patent Applicant: Aisin AW Co., Ltd. Agent: Patent Attorney Masaaki Suzuki (2 others) Fig.

Claims (1)

[Claims] (1) In an automatic transmission equipped with a starting device and a planetary gear set, the input shaft that transmits the output of the starting device and the 3-row simple planetary gear set are combined between the input shaft and the 3-row simple planetary gear set. a plurality of frictional engagement elements disposed at the same time, an intermediate shaft having a multilayer structure connecting the first and second simple planetary gear sets and the plurality of frictional engagement elements, and an output for taking output from the third planetary gearset. a shaft, the first and second simple planetary gear sets and the plurality of frictional engagement elements achieve a plurality of forward stages and reverse stages, and a third simple planetary gear set is provided with the first and second simple planetary gear sets. Equipped with a configuration that selectively achieves deceleration by fixing one element of the simple planetary gear set or deceleration by applying input to two elements of the simple planetary gear set using the output from the planetary gear set as input, The member that provides input to the gear system is
An automatic transmission characterized in that the intermediate shaft is disposed closest to the center shaft and connects the input shaft and the ring gear of the first simple planetary gear set via a frictional engagement element.