JPH03117753A - Automatic transmission gear for vehicle - Google Patents

Abstract

PURPOSE:To compactly set up a speed stage system consisting of 5-stage for going-forward and 1-stage going-backward by providing a starting gear, a first shaft, a second shaft, a main speed change gear part, which is provided with two planetary sets and a frictional engaging element, and an underdrive device, which is provided with one planetary set and a frictional engaging element. CONSTITUTION:A first shaft 3 is connected in line to the output shaft 21 of a torque converter 2 (starting device), while a counterdrive gear 31 is supported by the intermediate part 33 of the shaft 3 in a freely rotatable manner. A second shaft 4 is arranged in parallel to the shaft 3, and to one end of the shaft 4 is attached a counter driven gear 41, which is engaged with the gear 31, while to the other end of the shaft 4 is attached a second shaft output gear 42, which is engaged with the input gear 51 of a differential mechanism 5. A 4-stage speed change gear 6 is formed into a '4-stage for forward and 1-stage for backward' type, through the combination of two planetary sets 8 and 9 and a frictional engaging element, which form a main speed change gear part. Meanwhile, in an underdrive device 7, the intermediate part 33 serves as an input shaft, while the gear 31 serves as the output member. In addition the device 7 is provided with a planetary set 70 and a frictional engaging element.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission for a vehicle, and particularly to a speed change n1jl that realizes five forward speeds and one reverse speed.

[Conventional technology]

A conventional transmission with 3 forward speeds and 1 reverse speed using 2 sets of simple planetary gears is combined with an underlive device or an overdrive device to create 4 forward speeds and 1 reverse speed.
A vehicle transmission that realizes gear shifting (for example, Japanese Patent Laid-Open No. 54
145859) has been proposed and put into practice.

[Problem that the invention seeks to solve]

Incidentally, in order to obtain better fuel efficiency, power performance, quietness, etc., it is preferable to configure the transmission with five forward speeds. However, an increase in the number of gears generally leads to an increase in the axial dimension of the automatic transmission, resulting in problems such as a decrease in the ease of mounting on a vehicle.

Therefore, an object of the present invention is to provide a compact automatic transmission for a vehicle with five forward speeds and one reverse speed.
The purpose is to enable installation in front-drive vehicles.

[Means for solving problems]

The present invention has been made in view of the above circumstances, and includes a starting device, a first shaft connected to the starting device, a second shaft disposed parallel to the first shaft, and two planetary shafts. a main transmission section including a set and a frictional engagement element, an underdrive device including one planetary set and a frictional engagement element, and a differential mechanism, wherein the main transmission section is connected to the first shaft. the underdrive device is interposed in either one of the first shaft and the second shaft in series with the main transmission section in a power transmission flow; A first counter gear is disposed on one shaft, and a second counter gear that meshes with the first counter gear and an output gear that meshes with the input gear of the differential mechanism are disposed on the second shaft. It is characterized by:

[Action and effect of the invention]

In the automatic transmission according to the present invention configured as described above, by appropriately interposing the main transmission section and the underdrive device on the first shaft and the second shaft, a compact vehicle with five forward speeds and one reverse speed can be realized. In particular, it is possible to obtain an automatic transmission for use in a front-engine, front-drive vehicle with a horizontally mounted engine, which has a limited mounting space.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a skeletal diagram of an automatic transmission according to a first embodiment of the present invention. In the figure, 1 is an output shaft of an engine, and 2 is a fluid constituting a starting device coaxially connected to the output shaft of the engine. 3 is an output shaft 211 of the torque converter: the first shafts are aligned and connected, and 31 is a counter constituting a first counter gear rotatably supported by the intermediate shaft portion 33 of the first shaft 3. The drive gear 4 is a second shaft arranged parallel to the input shaft, and a counter driven gear 41 is attached to one end of the second shaft, which engages a second counter gear meshed with the counter drive gear 31, and the other end thereof is a second shaft arranged parallel to the input shaft. is the input gear 51 of the differential mechanism 5.
A second shaft output gear 42 meshing with the shaft is attached.

6 is a 4-speed transmission with 4 forward speeds and 1 reverse speed, which is a combination of two planetary gear sets and frictional engagement elements constituting the main transmission section, and 7 is a torque converter on the first shaft 3 with the 4-speed transmission in between. This is an underdrive device provided on the opposite side from 2.

The torque converter 2 is connected to the torque converter via a front cover 22 connected to the engine output shaft l, a pump impeller 23 connected to the front cover 22, a turbine runner 24 connected to the torque converter output shaft 21, and a one-way clutch 25. It is comprised of a stator 26 locked to a case 20 and a direct coupling clutch 27 for connecting a torque converter output shaft 21 and a front cover 22.

The differential mechanism 5 includes an input gear 51 . A gear box 52 fixed to the input gear 51, a differential gear 53,
It is composed of a large differential gear 54 and an output shaft 55.

The four-stage transmission 6 constituting the main transmission section has a first shaft 3 coaxial with the output shaft 21 of the torque converter as an input shaft, and an intermediate shaft portion 33 of the first shaft 3 located on the opposite side of the torque converter. The output shaft is a first planetary gear 8 and a second planetary gear 9 that constitute a planetary reset, a first multi-disc clutch CI, a second multi-disc clutch C2, a third multi-disc clutch C3, and a band that constitute frictional engagement elements. It is equipped with a brake B11, a multi-disc brake B2, and a one-way clutch F1.

The first planetary gear 8 is a first sun gear 8 connected to the first shaft 3 via a clutch CI constituting human power means.
1. Same (ring gear 82 connected to first shaft 3 via clutch C2 constituting input means, carrier 83 connected to intermediate shaft portion 33, sun gear 8I and ring gear 8)
2 and is rotatably supported by a carrier 83.

The second planetary gear 9 is connected to the first planetary gear via a clutch c3.
A rotating drum 61 connected to the shaft 3 and locked to the transmission case 60 by a band brake Bl.
The sun gear 91 connected to the intermediate shaft portion 33, the ring gear 92 connected to the intermediate shaft portion 33, the brake B2, and the one-way latch Fl arranged in parallel lock the sleeve shaft 62 to the transmission case 60.
The carrier 93 is connected to the ring gear 82 via a carrier 93, and the planetary gear 94 is rotatably supported by the carrier 93 and meshes with the sun gear 91 and the ring gear 92.

The underdrive device 7 uses the intermediate shaft portion 33 as an input shaft,
A counter drive gear 31 rotatably supported by an intermediate shaft portion 33 is used as an output member, and a planetary reset 70,
It is equipped with a multi-disc brake BO, a multi-disc clutch CO, and a one-way clutch FO.

The planetary reset 70 is used for brake BO and brake BO.
It is locked to the transmission case 60 by a one-way latch FO installed in parallel with the transmission case 60, and is connected to the output gear 31 via the clutch CO, and the planetary reset 70
A sun gear 71 connected to an output drum 75 arranged on the outer periphery of the ring gear 72 connected to the intermediate shaft portion 33.
, a carrier 73 connected to an output drum 75, and a planetary gear 74 meshing with the sun gear 71 and ring gear 72 and rotatably supported by the carrier 73.

FIG. 2 shows a second embodiment of the present invention, in which an underdrive device is interposed on the second shaft 4, a counter drive gear 31 is fixed to the end of the intermediate shaft portion 33,
The input gear 41 side shaft portion 43 of the second shaft 4 is used as the input shaft of the underdrive device 7, and the shaft portion 44 located coaxially with the second shaft 4 and connected to the output gear 42 is used as the output shaft of the underdrive device 7. It is the axis. The other configurations are the same as those of the first embodiment.

FIG. 3 shows a third embodiment of the present invention. In this embodiment, an underdrive device is installed between the torque converter 2 and the four-speed transmission 6, contrary to the first embodiment. has been established. The underdrive device 7 uses the first shaft 3, which is the output shaft of the torque converter and the input shaft of the transmission, as an input shaft, and an output drum 75 connected to the carrier 73 and provided on the outer periphery of the planetary reset 70.
is used as the output member. Then, the sun gear 71 is the first
It is rotatably supported by the shaft 3 and is arranged to be locked to the transmission case 60 by the multi-disc brake BO and one-way clutch FO.

Further, the four-speed transmission 6 uses the output drum 75 of the underdrive device 7 as an input member, and uses the intermediate shaft portion 33 as an output shaft.

The operation table and reduction ratio of Examples 1 and 2.3 are shown in Table 1,
Instead of explaining the operation.

Table 1 C, C, C2C, B, B, B2F, F, reduction ratio 1s
t ○ ◎ ◎ ○04.3702nd ○
◎○○ 2.4223rd ○○ ○ ○
], 5494th 0 00 0 1.0
705th OO○ 0.691 rev OO○ 3.458 In Table 1, ○ indicates engagement, ◎ indicates engagement during engine braking, and the reduction ratio is such that the number of gear teeth is ring gear 72 = 71, planetary gear 74 = 16, A case is shown in which sun gear 71=39, ring gear 82=71, planetary gear 84=16, sun gear 81=39, ring gear 92=87, planetary gear 94=24, and sun gear 91=39.

FIG. 4 shows a fourth embodiment of the present invention, and this embodiment differs from the second embodiment only in a four-speed transmission. This four-stage transmission 6A has an input shaft portion 32 of the first shaft and an input sleeve 63 supported by the input shaft portion 32 as an input shaft, an intermediate shaft portion 33 as an output shaft, and a first planetary reset 8.
, second planetary reset 9, multi-disc clutches C1, C2
, multi-disc brakes Bl, B2, B3 and one-way clutch F
It is composed of l.

The first planetary reset 8 is connected to the input sleeve 63 via a clutch CI, a one-way latch F1 provided in series with the clutch CI, and a clutch C2 provided in parallel with the clutch CI, and also restrains the brake Bl. A sun gear 81 is arranged to be locked to the transmission case 60, and a ring gear 8 is connected to the intermediate shaft portion 33.
2. Carrier 8 connected to input shaft portion 32 and locked to transmission case 60 by brake B2
3. Consists of a planetary gear 84 that meshes with the sun gear 8I and the ring gear 82 and is rotatably supported by the gear 83.

The second planetary reset 9 is a sun gear 91 that is locked to the transmission case 60 by the brake B3.
, the ring gear 92, the intermediate shaft portion 33, and the ring gear 8, which can be locked to the transmission case 60 by restraint of the brake B2, and are connected to the carrier 83.
2, and a planetary gear 94 that meshes with the sun gear 91 and ring gear 92 and is rotatably supported by the carrier 93.

FIG. 5 shows a fifth embodiment of the present invention. In this example, the four-speed transmission 6 in the first embodiment shown in FIG. The configuration is such that it is replaced with the device 6A.

Table 2 shows the operation table and reduction ratio of the 4.5th embodiment.

Table 2 C, CLC, C2B, B, B2B, F, F, Reduction ratio 1st O◎ ◎ ○ QQ 4.4492
nd ○ ◎ ○ 0 2.3993rd
OO○ ○ 1.5494th ○ ○
OO1,095 5th 00 0 0.707rev
Q ○ 0 3. 133 In Table 2, CL indicates direct coupling clutch 27, ○ indicates engagement, ◎ indicates engagement during engine braking, and the reduction ratio has gear teeth of ring gear 72 = 71, planetary gear 74 = 16,
The case where sun gear 71=39, ring gear 82=65, planetary gear 84=19, sun gear 81=27, ring gear 92=71, planetary gear 94=16, and sun gear 91=39 is shown.

FIG. 6 shows a sixth embodiment of the present invention. In this example, the four-speed transmission device 6 in the first embodiment shown in FIG.
Instead, another four-speed transmission 6B is used. This 4
The gear transmission 6B includes a first planetary reset 8, a second planetary reset 9, multi-disc clutches CI, C2, C3,
It is equipped with pan door brakes Bl, B3, multi-disc brake B2, and one-way clutches Fl, F2.

The first planetary reset 8 is connected to the first shaft 3 via a clutch CI and a one-way latch F1 provided in series with the clutch CI, and connects a clutch C2 and a one-way clutch F2 provided in series thereto. A sun gear 81. which is connected to the first shaft 3 through the input drum 64 and further connected to the input drum 64 which is locked to the transmission case 60 by the restraint of the brake B1. a ring gear 82 connected to the intermediate shaft portion 33;
It is connected to the first shaft 3 via the clutch C3, and the brake B
2, a planetary gear 84 meshes with a sun gear 81 and a ring gear 82, and is rotatably supported by the carrier 83.

The second planetary reset 9 is connected to a sun gear 91. which is connected to a brake drum 65 which is locked to the transmission case 60 by the restraint of the brake B3. A ring gear 92 which can be locked to the transmission case 60 by restraint of the brake B2 and which is connected to the carrier 83, a carrier 9 which is connected to the intermediate shaft portion 33 and the ring gear 82.
3. Consists of a planetary gear 94 that meshes with the sun gear 91 and ring gear 92 and is rotatably supported by a carrier 93.

FIG. 7 shows a seventh embodiment of the present invention. In this example, a four-speed transmission 6B shown in FIG. 6 is used instead of the four-speed transmission 6 in the second embodiment shown in FIG. I am using it.

FIG. 8 shows an eighth embodiment of the present invention. In this example, a four-speed transmission 6B shown in FIG. 6 is used instead of the four-speed transmission 6 in the third embodiment shown in FIG. I am using it.

Table 3 shows the operation table and reduction ratio of the vehicle automatic transmission of Example 6.7.8.

Table 3 C, C102C8BoB1'82B3FoFIF2
Reduction ratio 1st ○ ◎ ○ QQ 4.4
492nd 0 0 ◎ ○ 0 2.39
93rd 00 0 0 01.5494t
h ○ C001,0955th OOOO
,707 reV 00 00 003.733 In Table 3, ○ indicates engagement, ◎ indicates engagement during engine braking, and the reduction ratio is such that the number of gear teeth is ring gear 72 = 71,
The case where planetary gear 74=16, sun gear 71=, 39, ring gear 82=65, planetary gear 84=19, sun gear 81=27, ring gear 92=71, planetary gear 94=16, and sun gears 91 and 39 is shown.

The effects brought about by the above embodiment are listed below.

(a) Since it combines a 4-speed forward and 4-speed reverse transmission with an underdrive device, the rotational speed of the output section is lower than when combined with an overdrive device (
This makes it easier to lubricate bushes, gears, bearings, etc., and reduces runout due to eccentricity, resulting in excellent fuel efficiency, power performance, and quietness.

(b) By removing the underdrive device, the present invention can be used as a vehicular automatic transmission with four forward speeds and one reverse speed.

(c) In particular, the 4-speed transmission and underdrive device are
If the transmission is distributed between the shaft and the second shaft, it is possible to obtain five forward speeds and one reverse speed with the same axial dimensions as a conventional vehicle automatic transmission with four forward speeds and one reverse speed. .

As described in detail above, the present invention allows embodiments in which the main transmission section and the underdrive device are interposed on the first and second shafts in various ways. Although we have described the case where the 4-speed transmission constituting the main transmission section is installed on the first shaft 3, the 4-speed transmission may also be installed on the second shaft. It goes without saying that torque converters and fluid couplings are compatible.

[Brief explanation of drawings]

Fig. 1 is a skeletal diagram showing a first embodiment of the present invention, Fig. 2 is a skeletal diagram showing a second embodiment of the invention, and Fig. 3 is a skeletal diagram showing a third embodiment of the invention.
4 is a skeletal diagram showing the fourth embodiment of the present invention, FIG. 5 is a skeletal diagram showing the fifth embodiment of the present invention,
FIG. 6 is a skeleton diagram showing the sixth embodiment of the present invention, FIG. 7 is a skeleton diagram showing the seventh embodiment of the invention, and FIG. 8 is a skeleton diagram showing the seventh embodiment of the invention.
It is a skeletal diagram showing an example.

Claims (1)

[Claims] (1) A main transmission section that includes a starting device, a first shaft connected to the starting device, a second shaft arranged parallel to the first shaft, two planetary resets, and a frictional engagement element. an underdrive device including one planetary reset and a friction engagement element, and a differential mechanism, the main transmission section being interposed on either the first shaft or the second shaft, and the an underdrive device is interposed on one of the first shaft and the second shaft in series with the main transmission section in a power transmission flow, and a first counter gear is disposed on the first shaft, The second shaft is provided with a second counter gear that meshes with the first counter gear and an output gear that meshes with the input gear of the differential mechanism. An automatic transmission for vehicles that performs