JPH03244853A - Automatic transmission - Google Patents

Abstract

PURPOSE:To make for advantage in cast as well as to shorten the whole length of a gear train unit by only adding two clutches to a well-known 4-speed automatic transmission with at least two planetary gear sets to obtain a second gear speed. CONSTITUTION:Two clutch of a 4-speed clutch 4TH/C and 5-speed clutch 5TH/C are added to a well-known 4-speed automatic transmission (4E-AT) with both single pinion type first and second planetary gear sets PG1, PG2 between an input shaft I/S inputted with engine driving force and an output shaft O/S, constituting it only adding an overdrive one-way clutch ODO, W, C which enhances shift quality. With this constitution, it is advantageous in terms of cost while it secures forward fifth gear speed as shortening the full length of a gear train unit.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automatic transmission that can be multi-staged with a small number of planetary gear sets.

(Prior Art) Conventionally, as a five-speed automatic transmission, for example, the one described on page 14.15 of "Automotive Engineering Vol. 1.38 No. 9J (August 1999, published by ■Railway Nipponsha)" It has been known.

This conventional 5-speed automatic transmission is based on the well-known 4-speed electronically controlled automatic transmission (4E-AT) and has an auxiliary transmission added to the rear end, which allows for 1st, 2.3rd, deceleration, and 4th speeds. The 5-speed automatic transmission has 5 gears that are directly connected and 5 gears that increase speed, and the gear ratio setting interval from deceleration to direct gear is shortened and the high torque engine rotation range can be used, improving acceleration performance and shifting. This minimizes changes in driving force over time, resulting in smooth running.

(Problem to be Solved by the Invention) However, in such a conventional 5-speed automatic transmission, a planetary gear set is added as an auxiliary transmission, so three planetary gear sets are required in total. Therefore, there are problems in that it is disadvantageous in terms of cost and the overall length of the gear train unit becomes long.

The present invention was made with attention to the above-mentioned problems, and
To obtain 5 forward speeds while being advantageous in terms of cost and shortening the overall length of a gear train unit.

(Means for Solving the Problems) In order to solve the above problems, the automatic transmission of the present invention uses two clutches in a known 4-speed automatic transmission having two planetary gear sets to obtain at least 5 speeds. All you have to do is add it.

That is, the first planetary gear set and the second planetary gear set of the single pinion type, which are arranged adjacently between the input shaft and the output shaft, and the first carrier and the second ring gear can be connected to each other. a clutch, a first flake that allows the second ring gear to be fixed to the case via the first clutch, a second clutch that allows the input shaft and the first carrier to be connected, and a first sun gear that is attached to the case. a second brake that can be fixed; a first rotating member that directly connects the input shaft and the second sun gear; and a second rotary member that directly connects the first ring gear and the second carrier.
The present invention is characterized in that it includes a rotating member, a third clutch that connects the second carrier and the output shaft, and a fourth clutch that connects the second ring gear and the output shaft.

(Function) In the first gear position, the first clutch, the first flake, and the third clutch are engaged, and the second ring gear is fixed to the case by this engagement.

Therefore, due to the deceleration effect caused by the fixation of the second ring gear in the second planetary gear set, the first speed in the deceleration state is obtained through the torque transmission path passing through the input shaft, second sun gear, second carrier, third clutch, and output shaft. It will be done.

At the second speed, the first clutch, second flake, and third clutch are engaged, and by this engagement, the first sun gear is fixed to the case, and the first carrier and second ring gear are connected.

Therefore, a torque transmission path that rotates the second ring gear is added to the torque transmission path that passes through the input shaft, second sun gear, second carrier, third clutch, and output shaft, which is the same as in the first gear, and this causes the second ring gear to rotate. In order to rotate the second carrier and the output shaft in the speed increasing direction, a second speed with a lower reduction ratio than the first speed is obtained.

In third gear, the first clutch, second clutch, and third clutch are engaged, and the rotation from the input shaft is input to the second sun gear via the first rotation member, and the rotation is input to the second sun gear through the first rotating member.
The first carrier passes through the first clutch and is input to the second ring gear, the second pinion of the second planetary gear set is stopped from rotating, and the second carrier rotates in the same direction as the input shaft.

Therefore, the input shaft and the output shaft are directly connected via the third clutch, thereby providing the third speed with the gear ratio of 1.

At the fourth speed, the second clutch, second brake, and third clutch are engaged, and the first sun gear is fixed to the case.

Therefore, the torque transmission path passes through the input shaft - second clutch - first carrier → first ring gear → second rotating member → second carrier third clutch → output shaft, and the first sun gear in the first planetary gear set. Due to the speed increasing effect of the first ring gear being fixed, 4th speed can be obtained by speed increasing.

At the fifth speed, the second clutch, second flake, and fourth clutch are engaged, and the first sun gear is fixed to the case.

Therefore, there is a torque transmission path from the input shaft to the second clutch to the first carrier to the first ring gear to the second rotating member to the second ring gear passing through the second carrier, and the input shaft to the first rotating member to the second sun gear to the second rotating member. A torque transmission path to the second ring gear passing through the second pinion is formed, and the speed of the second ring gear is increased by the rotation of the second pinion in addition to the revolution of the second carrier. By passing through the fourth clutch and the output shaft, fifth speed, which is faster than fourth speed, is obtained.

(Example) Embodiments of the present invention will be described below with reference to the accompanying drawings.

First, the configuration will be explained.

FIG. 2 shows a skeleton diagram (the lower half is omitted) of a power transmission mechanism of an automatic transmission with five forward speeds and one reverse speed applied to an automobile.

This automatic transmission is based on an automatic transmission with 4 forward speeds and 1 reverse speed using two sets of planetary gears, and by simply adding two clutches to this automatic transmission, it can achieve 5 forward speeds.

I am trying to get the first reverse gear.

That is, a single-binion type first planetary gear set PGI and second planetary gear set PG2 are provided between an input shaft 1/S to which engine driving force is input and an output shaft 0/S.

The first planetary gear set PG+ includes a first sun gear Sl, a first
Binion PI, 1st ring gear R+, 1st carrier PC
1, and the second planetary gear set PG2 includes a second sun gear S2. Second binion P2. 2nd ring gear R2, 2nd
It is composed of a carrier PC2.

Each of the planetary gear sets PC1 and PO2 includes, as rotating members, a first rotating member M1 connected to the first Sankia S1, and a second rotating member 2 connected to the first carrier Pct and the second ring gear R2. , a third rotating member M3 that directly connects the first ring gear R1 and the second carrier PC2, and a fourth rotating member M4 that directly connects the second sun gear S2 and the input shaft I/S.

A band brake B/B (second flake),
Rivermata clutch REV/C, high clutch H/C (2nd clutch), forward clutch FWD/C (1st clutch), forward one-way clutch FWD O'
, W, C, overrun clutch OVR/C, row one-way clutch LOW O, W, C, mouth & reverse brake L&R/B (1st brake), overrun life one-way clutch ooo, w, c, 4-speed clutch 4TH
/C (3rd clutch), 5th speed clutch 5TH/C (4th clutch)
clutch).

The reverse clutch REV/C is provided in the middle of a second rotating member cap connected to the input shaft I/S, and is connected to the input shaft I/S.
/S and the first sun gear S1 can be connected.

The high clutch H/C is provided in the middle of the second rotating member M2 connected to the input shaft I/S, and enables connection between the input shaft I/S and the first carrier Pct.

The forward clutch FWD/C and the forward one-way clutch FWD O, W, and C are the first carrier P
The first carrier PC is provided in series in the middle of the second rotating member M2 connecting the CI and the second ring gear R2.
I and the second ring gear R2 can be connected.

The overrun clutch OVR/C is provided in parallel with the forward clutch FWD/C and the forward one-way clutches FWD O, W, and C, and the first
The carrier PC1 and the second ring gear R2 can be directly connected.

The roll reverse flake L&R/B is a second rotating member M2 that connects the first carrier Pct and the case.
The first carrier P(, I) can be fixed to the case.

The row one-way clutches LOWO, W, and C are provided in parallel with the roll reverse brake L&R/B, and are capable of fixing rotation of the first carrier PCI in one direction.

The band brake B/B is provided on the first rotating member 1 and allows the first sun gear S1 to be fixed to the case.

The 4-speed clutch 4TH/C is provided in the middle of the third rotating member M3 connected to the output shaft 0/S, and enables the second carrier PC2 and the output shaft 0/S to be connected.

The overdrive one-way clutch ODO, W;
C is provided in parallel with the 4-speed clutch 4TH/C, and enables connection of the second carrier PC2 and the output shaft 0/S during normal rotation.

The fifth speed clutch 5TH/C is connected to the second ring gear R.
It is provided in the middle of the first rotating member 12 that connects the second ring gear R2 and the output shaft 0/S, and allows the second ring gear R2 and the output shaft 0/S to be connected.

The operation timing of each of the transmission elements is determined as shown in the transmission element operation table shown in FIG.

Next, the effect will be explained.

[At 1st gear] At 1st gear, as shown in Figure 2, forward clutch FWD/C, roll reverse brake L&R/B, 4th gear clutch 4TH/C, and overrun clutch OvR/C
are engaged by hydraulic operation, and each one-way clutch L
OW O,W,C,FWD O,W,C,000,W,
C or mechanically fastens.

Through this fastening operation, the second ring gear R2 is fixed to the case as shown in FIG.
→Second binion P2→Second carrier PC2→Overdrive one-way clutch ooo, w, c→Output shaft 0/S
becomes.

Therefore, the deceleration effect due to the fixation of the second ring gear in the second planetary gear set PG2 is shown, and as shown in the collinear diagram of FIG. 4,
This means that 1st speed, which is a deceleration state, can be obtained.

[At 2nd speed] At 2nd speed, as shown in Figure 2, forward clutch FWD/C, band brake B/B, and 4th speed clutch 4T
H/C and overrun clutch OVR/C are engaged by hydraulic operation, and each one-way clutch FWD 08w
, c, oo o, w, and c are mechanically engaged.

Through this fastening operation, as shown in FIG. 5, the first sun gear S1 is fixed to the case and the first carrier PC
I and the second ring gear R2 are connected, and the input shaft I/S is the same torque transmission path as the first speed = 4th rotating member M4 → 2nd sun gear S2 → 2nd pinion P2 → 2nd carrier PC
2 → Overdrive one-way clutch ooo, w, c
→A torque transmission path through which the second ring gear R2 is rotated is added to the output shaft 0/S.

Therefore, the rotation of the second ring gear R2 is caused by the rotation of the second carrier PC.
2 and the output shaft 0/S in the speed increasing direction, the 6th
As shown in the collinear chart in the figure, second speed with a lower reduction ratio than first speed is obtained.

[At 3rd gear] At 3rd gear, as shown in Figure 2, forward clutch FWD/C, high clutch H/C, and 4th gear clutch 4TH
/C and overrun clutch OVR/C are engaged by hydraulic operation, and each one-way clutch FWDo, w, c
, oo o, w, and c are mechanically engaged.

By this fastening operation, as shown in FIG. 7, the input shaft I/
The rotation from S is input to the second sun gear S2 via the fourth rotation member M4, and the high clutch H/C-first
Carrier PCI - Forward clutch FWD/C → Forward one-way clutch FWD Passes through O, W, C, is input to second ring gear R2, and is input to second planetary gear set PG
The second pinion P2 of No. 2 is stopped from rotating, and the second carrier PC2 rotates in the same direction as the input shaft I/S.

Therefore, the input shaft I/S and the output shaft 0/S are directly connected, and as shown in the collinear diagram of FIG. 8, three speeds with a gear ratio of 1 are obtained.

[4th gear] At 4th gear, as shown in Figure 2, the high clutch H/C
, band brake B/B, 4-speed clutch 47H/C, and forward clutch FWD/C are engaged by hydraulic operation, and overdrive one-way clutch ooo, w, c
is mechanically tightened.

Through this fastening operation, as shown in FIG. 9, the first sun gear S1 is fixed to the case K, and the torque transmission path is the input shaft I/S - high clutch H/C - first carrier PCI
The path is first pinion P1 -> first ring gear old -> third rotating member M3 - second carrier PC2 - overdrive one-way clutches ODO, W, C -> output shaft 0/S.

Therefore, as shown in the collinear diagram of FIG. 10, by the speed increasing action of the first ring gear by fixing the first sun gear in the first planetary gear set PCI, four speeds can be obtained by speed increasing.

[5th gear 1 At 5th gear, as shown in Figure 2,
C, band brake B/B, 5th speed clutch 5TH/C, and forward clutch FWD/C are engaged by hydraulic operation.

By this fastening operation, as shown in FIG. 11, the first Sankia S1 is fixed to the case K, and the torque transmission path is from input shaft I/S to high clutch H/C to first carrier PCI→
The path to the second ring gear R2 passing through the first pinion P1 → first link gear R1 → third rotating member L13 → second carrier PC2 → second pinion P2, and the input shaft I/S-
A path to the second ring gear R2 passing through the fourth rotating member 1i14, the second sun gear S2, and the second pinion P2 is formed.

Therefore, the speed of the second ring gear R2 is increased by the rotation of the second pinion P2 in addition to the revolution of the second carrier PC2, and as shown in the collinear diagram of FIG. 5th speed will be obtained.

[During reverse speed] During reverse speed, as shown in FIG. 2, reverse clutch REV/C, roll reverse flake L&R/B, and 4th speed clutch 41H/C are engaged by hydraulic operation.

Through this fastening operation, the first carrier Pct is fixed to the case as shown in FIG. → 1st pinion gate - 1st ring gear R1 → 3rd rotating member M3 → 2nd carrier PC
2 → 4th speed clutch 4TH/C → output shaft 0/C.

Therefore, as shown in the collinear diagram of FIG. 14, the reverse speed can be obtained by the reverse action caused by fixing the carrier in the first planetary gear set PCI.

As explained above, the 5-speed automatic transmission of the embodiment includes two clutches 4 in a well-known 4-speed automatic transmission (4E-AT) having two planetary gear sets PGM and PO2.
By adding TH/C and 5TH/C, and adding overdrive one-way clutches ooo, w, and c to improve shifting quality, it is advantageous in terms of cost and reduces the overall length of the gear train unit. It is possible to get 5 forward speeds.

Although the embodiment has been described above based on the drawings, the specific configuration is not limited to this embodiment, and even if there is a design change within the scope of the gist of the present invention, it is included in the present invention. .

For example, it goes without saying that an auxiliary transmission or the like can be added to the above embodiment to obtain a transmission with five or more speeds.

(Effects of the Invention) As explained above, in the automatic transmission of the present invention, two clutches are simply added to the well-known 4-speed automatic transmission having two planetary gear sets. Therefore, it is advantageous in terms of cost and at least five forward speeds can be obtained while shortening the overall length of the gear train unit.

[Brief explanation of drawings]

Fig. 1 is a skeleton diagram showing the power train of a 5-speed automatic transmission according to an embodiment of the present invention, Fig. 2 is a shift element operation table showing the operating timing of the shift elements of the automatic transmission, and Fig. 3 is a diagram showing the operation timing of the shift elements of the automatic transmission. Fig. 4 is a collinear diagram showing the torque transmission path in 1st gear, Fig. 5 is a functional diagram showing the torque transmission path in 2nd gear, and Fig. 6 is a collinear diagram in 2nd gear. ,
Fig. 7 is an action explanatory diagram showing the torque transmission path at 3rd speed, Fig. 8 is a collinear diagram at 3rd speed, Fig. 9 is an action explanatory diagram showing the torque transmission path at 4th speed, and Fig. 10 is an action explanatory diagram showing the torque transmission path at 4th speed. 4
Fig. 11 is an action explanatory diagram showing the torque transmission path at 5th speed, Fig. 12 is an action diagram showing the torque transmission path at 5th speed, and Fig. 13 is an action diagram showing the torque transmission path at reverse speed. The explanatory diagram, FIG. 14, is a collinear diagram at the time of reverse speed. I/S...Input shaft 0/S...Output shaft PG+...First planetary gear set PO2...Second planetary gear set FWD/C...-Forward clutch (first clutch) H/C ...High clutch (2nd clutch) S&R/B...-Roll reverse flake (1st brake) B/B...Band brake (2nd brake) N...Case 4T) L/C...・4th speed clutch (3rd clutch) 5T) I/C...5th speed clutch (4th clutch) ν3...3rd rotating member (1st rotating member) M4...4th rotating member (2nd rotating member) rotating member)

Claims (1)

[Claims] 1) A first planetary gear set and a second planetary gear set of a single pinion type that are arranged adjacently between an input shaft and an output shaft, a first carrier, and a second ring gear. The first
a clutch; a first brake capable of fixing a second ring gear to the case via the first clutch; a second clutch capable of connecting the input shaft and the first carrier; and a first sun gear attached to the case. a second brake that can be fixed; a first rotating member that directly connects the input shaft and the second sun gear; a second rotating member that directly connects the first ring gear and the second carrier; and the second carrier and the output. An automatic transmission comprising: a third clutch capable of connecting the second ring gear to the output shaft; and a fourth clutch capable of connecting the second ring gear to the output shaft.