JPH0227541B2 - SHARYOYOJIDOHENSOKUSOCHI - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a transmission device used in automobiles and the like, and particularly relates to an automatic transmission device for vehicles that adds an auxiliary transmission to a transmission mechanism and obtains multi-speed gear ratios including overdrive. [Prior Art] As automobile roads have been improved in recent years, it has been desired to add an overdrive stage to a multi-speed transmission to reduce fuel consumption during high-speed driving. Conventionally, overdrive geared automatic transmissions that meet these demands have complicated internal structures, require major changes to conventional multi-stage transmissions, require major changes to production equipment, and are expensive. It had drawbacks and was impractical. [Problems to be Solved by the Invention] The present invention provides a compact auxiliary transmission that can be mounted on a vehicle separately from an automatic transmission that is a general-purpose multi-stage main transmission. By adding the sub-transmission between the torque converter and the automatic transmission, the sub-transmission being configured on a shaft and serving as the output shaft of the sub-transmission and the input shaft of the automatic transmission. The present invention provides an automatic transmission for vehicles that adds an overdrive stage to the automatic transmission and reduces fuel consumption during high-speed driving without the thrust load affecting the main transmission or the auxiliary transmission. Both the main transmission and the main transmission can be assembled independently, so that they do not adversely affect each other during assembly. [Structure of the Invention] The present invention provides an automatic transmission for a vehicle in which an auxiliary transmission that achieves an overdrive ratio and a direct coupling ratio is disposed between a torque converter and a main transmission of the automatic transmission. The transmission includes a planetary gear mechanism including an input shaft, a sun gear, a planetary pinion, a ring gear, and a carrier that rotatably supports the planetary pinion, and a clutch that removably engages the sun gear and the carrier or ring gear. a brake for braking the sun gear; and an output shaft, the input shaft being concentrically connected to the carrier and to the output side of the torque converter, and the output shaft being connected to the ring gear. The ring gear flange is spline-coupled to a concentrically connected ring gear flange and serves as an input shaft of the main transmission, and the base of the ring gear flange is attached to the case of the transmission so as to separate the main transmission and the auxiliary transmission. In the formed partition wall,
The automatic transmission for a vehicle is characterized in that a thrust bearing is loosely fitted into a center hole through which the output shaft passes and is disposed between the ring gear flange and the partition wall. [Operation of the invention] In the sub-transmission, when the brake is released and the clutch is engaged, the planetary gear mechanism of the sub-transmission rotates together with the input shaft to directly connect the input shaft and the output shaft. Achieve. Furthermore, when the clutch is disengaged and the sun gear of the planetary gear mechanism is braked, the ring gear rotates at a higher speed than the input shaft, and the output shaft, which is spline-connected via the ring gear flange, is rotated at the same rotation speed as the ring gear. Rotate to achieve an overdrive ratio and add an overdrive stage to the automatic transmission, which is the main transmission. Since the output shaft of the sub-transmission is also the input shaft of the automatic transmission, the output of the sub-transmission directly becomes the input of the automatic transmission. The thrust load generated by the operation of the auxiliary transmission and the main transmission does not affect each other due to the spline connection between the ring gear flange of the auxiliary transmission and the output shaft, and the thrust load generated on the auxiliary transmission is formed on the case. It is supported by a thrust bearing on the bulkhead. [Embodiment] An embodiment of the present invention will be described with reference to the drawings.
In Fig. 1, 100 is a torque converter, 2
00 is an automatic transmission with 3 forward speeds and 1 reverse speed, 300 is an overdrive device, and torque converter 1
00 and the overdrive device 300 are connected via an input shaft 6. Overdrive device 300
and automatic transmission 200 are connected via shaft 7. The shaft 7 is also the output shaft of the overdrive device 300 and the input shaft of the automatic transmission 200. The torque converter 100 consists of a pump impeller 2 connected to the output shaft 1 of a prime mover, a turbine runner 3, a one-way clutch 5, and a stator 4 supported by this, and the speed difference between the pump impeller 2 and the turbine runner 3 is large. At times, the stator 4 rectifies the fluid flow and outputs a large torque greater than the input torque to the turbine runner 3. The automatic transmission 200 has an input shaft 7 (output shaft of the overdrive device 300), intermediate shafts 8 and 9, and a first
The second planetary gear mechanism 30 and 40 and the output shaft 10 are arranged concentrically, and two clutch devices 11, 12, three brake devices 14,
15, 16, and two one-way clutches 18, 19. The first planetary gear mechanism 30 has a sun gear 31 and a ring gear 33.
1 and 33, and a carrier 34 that rotatably supports the planetary pinion 32. carrier 34
When the sun gear 31 is rotated in the right direction while being fixed, the ring gear 33 rotates in the opposite direction to the sun gear 31 via the planetary pinion 32. The second planetary gear mechanism 40 has a sun gear 41 and a ring gear 4.
3, a planetary pinion 42 that meshes with both gears 41 and 43, and a carrier 44 that rotatably supports the planetary pinion 42. When the sun gear 41 is fixed and the ring gear 43 is rotated in the right direction, the carrier 44 is rotated to the ring gear 43 via the planetary pinion 42.
rotate in the same direction. A clutch device 11 is provided between the input shaft 7 and the intermediate shaft 8, and a clutch device 12 is provided between the input shaft 7 and the intermediate shaft 9.
is connected to the ring gear 43 of the second planetary gear mechanism 40, and the intermediate shaft 9 is connected to the sun gears 31 and 41 of the first and second planetary gear mechanisms to connect the brake device 14 and the brake device 15 via the one-way clutch 18. It is equipped with The ring gear 33 of the first planetary gear mechanism 30 and the carrier 44 of the second planetary gear mechanism 40 are connected to the output shaft 10 . The carrier 34 of the first planetary gear mechanism 30 is equipped with a one-way clutch 19 and a brake device 16. Here, the clutch devices 11 and 12 detachably connect the input shaft 7 and the intermediate shaft 8, and the input shaft 7 and the intermediate shaft 9, respectively, by means of a hydraulic oil operating mechanism. brake device 14,
Reference numerals 15 and 16 stop the rotation of each component of the first and second planetary gear mechanisms 30 and 40 by means of a hydraulic hydraulic mechanism. The overdrive device 300 has an input shaft 6 connected to the turbine runner 3 of the torque converter 100, a third planetary gear mechanism 50, and an output shaft 7 (input shaft of the automatic transmission 200) arranged concentrically. The clutch device 13 includes one clutch device 13, one brake device 17, and one one-way clutch 20. The third planetary gear mechanism 50 has a sun gear 51 and a ring gear 53, a planetary pinion 52 that meshes with these gears 51 and 53, and a carrier 54 that rotatably supports the planetary pinion 52. . When the sun gear 51 is fixed and the carrier 54 is rotated in the right direction, the ring gear 53 rotates in the same direction as the carrier 54 via the planetary pinion 52. In Figure 2,
The input shaft 6 connected to the turbine runner 3 of the torque converter 100 is connected to a carrier 54 of the third planetary gear mechanism 50, and the carrier 54 is connected to a hub 61 fitted with a spline of a friction plate 60 of the clutch device 13. There is. The sun gear 51 is connected to a cylinder 62, which has a hub 6 spline-fitted at one end with a pressure plate 63 of the clutch device 13 and a friction plate 64 of the brake device 17.
It is connected to 5. Further, a piston 66 for actuating the clutch device 13 is disposed within the cylinder 62. A pressure plate 68 of the brake device 17 is spline-fitted to the transmission case 67, and a cylinder 69 is formed therein.
Further, a piston 70 for operating the brake device 17 is disposed within the cylinder 69. Ring gear flange 7 connected to ring gear 53
1 is a member 7 attached to the carrier 54 and the partition wall 77 between the automatic transmission 200 and the overdrive device 300.
5, supported via a thrust bearing 74;
The ring gear flange 71 has a sleeve 76 formed at the tip thereof with a spline for fitting with the output shaft 7 (input shaft of the automatic transmission 100),
The sleeve 76 is loosely fitted into the center hole 78 of the partition wall 77 and connected to the output shaft 7 by spline fitting. The one-way clutch 20 disposed between the sun gear 51 and the carrier 54 is connected to the sun gear 51.
Inner race 72 and hub 6 are spline-fitted to
1 and an outer lace 73 provided on the outer lace 73. The operation of automatic transmission 200 and overdrive device 300 with the above configuration will be explained. The operation of the automatic transmission 200 is as shown in Table 1.

[Table] Next, the operation of each gear stage will be explained. In the case of the first forward speed, the clutch device 11 and the one-way clutch 19 are operated, and the intermediate shaft 9 is in a free state. Therefore, the input rotation from the input shaft 7 is transmitted to the intermediate shaft 8 by the clutch device 11 to rotate the ring gear 43 of the second planetary gear mechanism 40. Therefore, the carrier 34 of the first planetary gear mechanism 30 is connected to the planetary pinion 42 and the sun gear 4 of the second planetary gear mechanism 40 by the ring gear 43.
1. Rotation in the opposite direction is transmitted through the sun gear 31 and planetary pinion 32 of the first planetary gear mechanism 30, but the carrier 34 is connected to the one-way clutch 19.
Since rotation in the opposite direction is restrained by
The ring gear 33 is rotated in the same direction by the sun gear 31 via the planetary pinion 32, and further rotates the carrier 44 of the second planetary gear mechanism 40 connected to the ring gear 33 in the same direction, and the combined rotation is output. is transmitted to the shaft 10. When it is desired to apply the engine brake when traveling downhill, the one-way clutch 19 alone allows the carrier 34 to rotate in the same direction, so the brake device 16 is applied to restrain the rotation of the carrier 34. In the case of the second forward speed, the clutch device 11, the brake device 16 and the one-way clutch 18 are in operation. The input rotation from the input shaft 7 is transmitted by the clutch device 11 to the ring gear 43 of the second planetary gear mechanism 40 via the intermediate shaft 8. Therefore, rotation in the opposite direction is transmitted to the sun gear 41 by the ring gear 43 via the planetary pinion 42, but at this time, since the sun gear 41 is restrained from rotating in the opposite direction by the brake device 15 and the one-way clutch 18, the planetary pinion 42 is caused to revolve in the same direction along the sun gear 41 by the ring gear 43, and as a result, the carrier 44 rotates in the same direction and is transmitted to the output shaft 10. When it is desired to apply engine braking, such as when driving downhill, the one-way clutch 18 allows the sun gear 41 to rotate in the same direction.
4 to restrict the rotation of the sun gear 41. In the case of the third forward speed, the clutch device 11 and the clutch device 12 are in operation. The input rotation from the input shaft 7 is transmitted by the clutch device 11 to the ring gear 43 of the second planetary gear mechanism 40 via the intermediate shaft 8.
At the same time, it is transmitted to the sun gear 41 of the second planetary gear mechanism 40 by the clutch device 12 via the intermediate shaft 9. Therefore, in the second planetary gear mechanism 40, due to the rotation of the ring gear 43 and the sun gear 41 in the same direction, the planetary pinion 42 is rotated integrally with the ring gear 43 and the sun gear 41 without relative movement.
is transmitted to the output shaft 10. In the case of reverse movement, the clutch device 12 and the brake device 16 are activated and the intermediate shaft 8 is in a free state. The input rotation from the input shaft 7 is transmitted to the sun gear 31 of the first planetary gear mechanism 30 via the intermediate shaft 9 by the clutch device 12 . Therefore, rotation in the same direction is transmitted to the carrier 34, but at this time, since the rotation of the carrier 34 is restrained by the brake device 16, the ring gear 33 is rotated in the opposite direction by the sun gear 31 via the planetary pinion 32, and the output shaft 10 can be conveyed to. The operation of the overdrive device 300 is as shown in Table 2.

〔Effect of the invention〕

As explained above, the present invention relates to an automatic transmission for a vehicle in which an overdrive device is disposed between a torque converter and a general-purpose multi-stage automatic transmission. The driving connection between a torque converter and a general-purpose multi-stage automatic transmission is such that an input gear of the multi-stage automatic transmission is normally connected to the rear end of a turbine shaft, which is an output shaft of the torque converter. Therefore, when installing an overdrive device between a torque converter and a multi-stage automatic transmission, the output shaft of the torque converter is connected to the input gear of the overdrive device, and the output shaft of the overdrive device is connected to the input gear of the overdrive device. By forming the rear end in the same manner as the rear end of the turbine shaft when the torque converter is coupled to a general-purpose multi-stage automatic transmission, driving connection can be made to the input shaft of the multi-stage automatic transmission. The overdrive device always receives engine power that is transmitted via the torque converter, and whether the multi-speed automatic transmission is shifted to a low forward gear or a reverse gear, The magnitude and direction of the power transmitted to the overdrive device is unaffected by the shift of the multi-speed automatic transmission, and is opposite to the increased engine power or forward gear from the output shaft of the multi-speed automatic transmission. Only the rotational torque in the direction is output. Further, there is no need for any design change in the driving connection between the output shaft of the multi-stage automatic transmission and the drive axle or the differential gear on the output side of the general-purpose multi-stage automatic transmission. On the other hand, in a vehicle automatic transmission system consisting of a torque converter and a general-purpose multi-stage automatic transmission,
When installing an overdrive device on the output side of a multi-speed automatic transmission, the drive connection between the torque converter and the input side of the multi-speed automatic transmission does not require any design changes; Significant design changes are required for the drive connection between the output shaft and the drive axle or differential gearing. In other words, the output shaft of a general-purpose multi-stage automatic transmission is usually equipped with a governor valve that detects the rotational speed of the output shaft, and a gear that drives a constant-velocity joint to be connected to the drive axle or a differential gear device. This is because it is customary to be attached. Additionally, if the overdrive device is installed on the output side of the multi-speed automatic transmission, when the multi-speed automatic transmission is shifted to a low forward gear, a torque greater than the input torque of the multi-speed automatic transmission will be transmitted to the overdrive device. In addition, when the multi-stage automatic transmission is shifted to the reverse gear, torque is transmitted to the overdrive device in the rotation direction opposite to the forward rotation direction and larger than the input torque of the multi-stage automatic transmission. Therefore, the overdrive device must be a gear mechanism that can withstand large torques, and in the case of an overdrive device that has a planetary gear mechanism with a one-way clutch, the one-way clutch must be able to transmit rotation in the opposite direction. Since it is in a free rotation state,
A clutch device with a capacity corresponding to the above-mentioned large torque must also be provided. When the overdrive device is disposed between the torque converter and the automatic transmission in this way, the structure can be made more compact than when the overdrive device is disposed on the output side of the automatic transmission, and the structure and effects can be improved. In addition, in the present invention, an overdrive device to achieve an overdrive ratio and a direct coupling ratio is provided by a sun gear, a ring gear, a planetary pinion that meshes with the sun gear and the ring gear, and a planetary pinion that rotates the planetary pinion. A planetary gear mechanism consisting of a freely supported carrier,
An input shaft connected to the carrier, an output shaft connected to the ring gear and also serving as an input shaft of the automatic transmission, a brake device for braking the sun gear, and a detachable connection between the sun gear and the carrier or the ring gear. Since the overdrive device is configured with a clutch device, the driving connection between the overdrive device, the torque converter, and the automatic transmission can be achieved without requiring major design changes to the general-purpose torque converter and automatic transmission. and the axial dimension of the overdrive device can be made as small as possible, improving engine durability as an effect of overdrive as a vehicle automatic transmission device.
It is possible to achieve an improvement in fuel efficiency, and it is sufficient to make the clutch capacity correspond to the engine torque. Furthermore, in the present invention, the output shaft of the sub-transmission that achieves an overdrive ratio and a direct coupling ratio, which is an overdrive device, is spline-coupled to a ring gear flange concentrically connected to the ring gear, and Since the input shaft of the main transmission is the machine, the input torque of the main transmission is
When the auxiliary transmission achieves a direct-coupling ratio, the engine torque transmitted to the auxiliary transmission via the torque converter is the same, and when the auxiliary transmission achieves an overdrive ratio, it is less than this, so the main transmission It can be used without making any design changes to the transmission gear mechanism of a general-purpose automatic transmission as a machine, and the input shaft is usually equipped with a spline for connecting the output shaft of the torque converter.
It is possible to connect the sub-transmission with the sub-transmission by forming a spline that fits into the spline on the output side of the sub-transmission. Therefore, a conventional general-purpose multi-speed automatic transmission can be equipped with an auxiliary transmission by only making slight changes to the casing, which significantly improves the versatility of the multi-speed automatic transmission. Therefore, an automatic transmission with an auxiliary transmission can be produced at low cost. Furthermore, the ring gear flange, which is spline-coupled to the output shaft of the auxiliary transmission that also serves as the input shaft of the main transmission, has its base loosely fitted into the center hole of the bulkhead of the automatic transmission, allowing the ring gear to rotate naturally. This allows all rotation bias and vibration of the planetary gear mechanism to be concentrated on the spline joint, and misalignment between the output shaft and the ring gear flange of the planetary gear mechanism can be absorbed by the spline, reducing gear wear, noise, and The load on the output shaft per thrust bearing can be significantly reduced. Further, in the present invention, the base of the ring gear flange is loosely fitted into a center hole formed in a partition wall formed in a case of an automatic transmission to separate a main transmission and an auxiliary transmission so as to allow the output shaft to pass therethrough. Therefore, it is possible to prevent the axial dimension of the case from increasing unnecessarily, and the main transmission and the sub-transmission, which are each assembled independently and are arranged across the partition wall, can be connected to the sub-transmission. By passing the input shaft of the main transmission, which is also the output shaft of the transmission, through the center hole of the bulkhead and spline-coupling it to the ring gear flange of the sub-transmission, the two transmissions can be connected independently of their respective assemblies. Therefore, it is easy to concentrically connect both transmissions. Furthermore, in the present invention, the input shaft of the main transmission, which is also the output shaft of the sub-transmission, is spline engaged with the ring gear flange of the sub-transmission, and a thrust bearing is disposed between the ring gear flange and the partition wall. Therefore, the thrust load generated by the operation of the sub-transmission is supported by the bulkhead via the thrust bearing, and does not affect the main transmission, and the thrust bearing receives the thrust load evenly in the circumferential direction. , durability is not adversely affected. In addition, the thrust load generated by the operation of the main transmission does not affect the auxiliary transmission side due to the spline connection, so there is no need for the auxiliary transmission to bear the thrust load on the main transmission side. The compactness of the transmission can be maintained as is, and since neither the main transmission nor the sub-transmission will generate noise or cause wear on the meshing surfaces of each gear due to the influence of the thrust load, durability can be improved due to the thrust load. There's nothing to lose. As explained above, in the present invention, the auxiliary transmission that achieves the overdrive ratio and the direct coupling ratio and the main transmission of the automatic transmission are mechanically independent,
In addition, since the thrust loads generated by the operation of the auxiliary transmission and the main transmission are connected so that they do not affect each other, a general-purpose multi-speed transmission can be used as the main transmission, and the multi-speed By adding an overdrive ratio to the transmission, the versatility of the multi-speed transmission can be significantly improved. Furthermore, since the auxiliary transmission is disposed between the torque converter and the main transmission and is located on the input side of the main transmission, compared to the case where the auxiliary transmission is located on the output side of the main transmission, gear mechanism, clutch,
The brakes and other mechanisms can be made compact enough to withstand small torques, and the auxiliary transmission can be made even more compact since it is connected to the main transmission mentioned above without being affected by thrust loads. Therefore, it is particularly useful for automatic transmissions installed in automobiles in which increases in size and weight are suppressed as much as possible.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing the power transmission mechanism of an automatic transmission according to an embodiment of the present invention, FIG. 2 is a sectional view showing the structure of the overdrive device of the present invention in FIG. 1, and FIG. FIG. 3 is a schematic diagram showing a power transmission mechanism of an automatic transmission according to another embodiment of the invention. Explanation of symbols 100...Torque converter, 20
0... automatic transmission, 300... overdrive device,
11, 12, 13...clutch device, 14, 15,
16, 17... Brake device, 18, 19, 20...
One-way clutch, 30, 40, 50...planetary gear mechanism.

Claims (1)

[Scope of Claims] 1. An automatic transmission for a vehicle in which an auxiliary transmission that achieves an overdrive ratio and a direct coupling ratio is disposed between a torque converter and a main transmission of the automatic transmission, comprising: a planetary gear mechanism comprising an input shaft, a sun gear, a planetary pinion, a ring gear, and a carrier that rotatably supports the planetary pinion; a clutch that releasably engages the sun gear and the carrier or ring gear; A brake for braking the sun gear, and an output shaft, the input shaft being concentrically connected to the carrier and to the output side of the torque converter, and the output shaft being concentrically connected to the ring gear. The ring gear flange is spline-coupled to a ring gear flange connected to the main transmission and serves as an input shaft of the main transmission, and the base of the ring gear flange is formed in the case of the transmission so as to separate the main transmission and the sub-transmission. An automatic transmission for a vehicle, characterized in that a thrust bearing is loosely fitted into a central hole through which the output shaft passes through the partition wall, and is disposed between the ring gear flange and the partition wall.