JPH0524380B2 - - Google Patents

Description

Detailed Description of the Invention (Industrial Application Field) The present invention is applied to a transmission of an automobile, and is a sub-transmission that achieves multi-speed shifting by shifting a main transmission and a sub-transmission. Regarding a multi-stage automatic transmission.

(Prior Art) Conventionally, as a multi-stage automatic transmission with an auxiliary transmission, for example, "Nitsun Automatic Transmission Maintenance Instructions (Model 4N71B)" (November 1980,
The one described in Nissan Motor Co., Ltd. (published by Nissan Motor Co., Ltd.) is known, and this has a planetary gear mechanism with two gears for the auxiliary transmission: direct coupling and gear operation, and 1st gear -
It is directly connected in 3rd gear, and operates only in 4th gear to create an overdrive (OD) gear ratio of 1 or less.

Also known is a multi-speed automatic transmission with an auxiliary transmission, as described in Japanese Patent Application Laid-open No. 62-4950.
By reversing the high and low gears, a six-speed forward gear is obtained.

(Problems to be solved by the invention) However, in the case of the former automatic transmission,
Since the auxiliary transmission is operated only in 4th gear for the purpose of obtaining OD, there is no need for complicated and difficult gear change countermeasures, but adding the auxiliary transmission increases the gear ratio by one gear. The degree of freedom in setting is extremely small.

In addition, in the case of the latter automatic transmission, the degree of freedom in setting the gear ratio increases (for example, if the main transmission is
(if the auxiliary transmission has two gears, a gear ratio of 2×m is possible), for example, one gear upshift from second gear to third gear, or from fourth gear to fifth gear, or vice versa. When downshifting by one gear in the shift direction, the main transmission and the auxiliary transmission are shifted simultaneously,
Moreover, at this time, the main and sub gears shift in opposite directions, such as when one shifts up and the other shifts down, so in order to eliminate the shift shock, it is necessary to perform complicated and difficult control as described in the publication. I don't get it.

(Means for Solving the Problems) The present invention has been made for the purpose of solving the above-mentioned problems, and in order to achieve this purpose, the present invention provides a method for automatically switching gears. In a multi-stage automatic transmission with a sub-transmission, which includes a main transmission and a sub-transmission, and achieves multi-speed shifting by shifting the main transmission and the sub-transmission, the main transmission is moved to m stages. (m: an integer), the sub-transmission is set to n gears (n≧3, n: an integer), and the forward gear is set to m+n-1. When performing a 1-gear upshift or a 1-gear downshift, the main The gears at each shift position are set so that the transmission and the auxiliary transmission are not shifted simultaneously, and when skip shifting two or more gears, the gears of both the main and auxiliary transmissions are set. The means is characterized in that a control means is provided to perform an upshift type speed change when changing the speed in the upshift direction, and to perform a downshift type speed change when changing the speed in the downshift direction.

(Function) When setting the forward gear, the main transmission is set to m gears (m; integer), and the auxiliary transmission is set to n gears (n≧3,
n; integer), then m+n as the forward gear stage
-1 gear stage can be obtained.

For example, if the auxiliary transmission is fixed at 3 speeds and the main transmission is set to 3 speeds, a 5th gear ratio will be set, and if the main transmission is set to 4 speeds, a 6th gear ratio will be set. Ru. Further, even if the gear stage of the main transmission is fixed at 3 or 4 gears and the gear stage of the auxiliary transmission is set to 3 or more gears, a gear ratio of 5 gears or more is similarly set.

The automatic gear shifting effect performed by the control means will be explained.

When the vehicle is moving forward, automatic gear shifting is performed by operating transmission elements such as clutches and brakes. When performing a one-gear upshift or a one-gear downshift, the main transmission and auxiliary transmission must be shifted simultaneously. Since the gears at each shift position are set such that no shift occurs, only one of the main transmission and the sub-transmission is shifted in the upshift direction or the downshift direction.

In addition, when performing a skip shift of two or more gears, both the gear stages of both the main and sub-transmissions are set to upshift type shifting when shifting in the upshifting direction, and are set to downshifting type shifting when shifting in the downshifting direction, This is done by shifting both the main transmission and the sub-transmission in the upshift direction when upshifting and in the downshifting direction when downshifting.

Therefore, it is possible to increase the degree of freedom in setting gear ratios by increasing the number of auxiliary transmissions to three or more gears, to prohibit simultaneous shifting of the main and auxiliary transmissions, and to perform shift shocks with simple control by making the shift directions the same. It is possible to achieve both control and control.

(Embodiment) Hereinafter, embodiments of the present invention will be described based on the drawings. First, as a first embodiment, a three-stage main transmission and a
Let us take as an example a multi-stage automatic transmission with an auxiliary transmission having five forward gears in combination with a auxiliary transmission.

First, the configuration will be explained.

The arrangement of the main transmission 1 and the auxiliary transmission 2 of the multi-stage automatic transmission with auxiliary transmission A ₁ is as shown in Fig. 1 when the engine driving force is input. Torque converter 3 and main transmission 1
and sub-transmission 2 are arranged in series, and the horizontally mounted FF
When applied to a car, counter drive gear 4 and counter driven gear 5 are used as shown in FIG.
Counter shaft 6 to which driving force is transmitted via
A sub-transmission 2 is provided in parallel with the main transmission 1,
Furthermore, a final gear unit 7 is provided.

A 3-speed main transmission 1 and a 3-speed auxiliary transmission 2
When combined, it is possible to obtain a 5-speed forward gear, and when performing a 1-gear upshift or a 1-gear downshift during forward gear shifting, the main transmission 1 and the auxiliary The gears at each shift position are set so as not to be shifted simultaneously with the transmission 2, and when skip shifting two or more gears, the gears of both the main and sub-transmissions 1 and 2 are set. As shown in FIG. 3, there are six combinations of gear speeds in which an upshift-type shift is performed during a shift in the upshift direction and a downshift type shift is performed during a shift in the downshift direction. Note that the numbers 1 to 3 shown in FIG. 3 represent the respective transmissions achieved by the main and auxiliary transmissions 1 and 2, respectively.

Here, a specific example of a combination of the elements shown in FIG. 3 in a front-wheel drive vehicle arrangement is shown in a skeleton form in FIG. 4, with the axially symmetrical lower half omitted.

Both the main transmission 1 ₁ and the auxiliary transmission 2 ₁ are examples in which two sets of planetary gears are connected in a Simpson type, and the main transmission 1 ₁ has a first clutch C ₁ and a second clutch C ₂ as transmission elements. , a third clutch C ₃ , a first brake B ₁ , a second brake B ₂ , and a first one-way clutch F ₁ , and the sub-transmission 2 ₁ has a third clutch C ₃ and a third brake B as transmission elements. ₃ , a fourth brake _B4 , and a second one-way clutch _F2 .

The main transmission 1 ₁ also includes a first sun gear S ₁ , a first internal gear R ₁ , and a first pinion carrier PC ₁ that rotatably supports a plurality of first pinions P ₁ that are always meshed with these two gears. , second internal gear R ₂ , this gear R ₂ and first sun gear S ₁
The sub-transmission ₂₁ has a second sun gear _S2 , a third internal gear _R3 , and a second pinion carrier _PC2 that rotatably supports a plurality of second pinions P2 that are always engaged with the second sun gear _S2 . , a third pinion carrier PC _{3 and} a fourth internal gear R _{4 that rotatably support a plurality of third pinions P 3 that} are always meshed with these gears S 2 and R ₃ , and this gear R ₄ and a second sun gear S. ₂
and a fourth pinion carrier PC4 rotatably supporting a plurality of fourth pinions _R4 that are always engaged with the four pinions _R4 , and are combined as follows.

An input shaft connected to a torque converter output (not shown) is connected to a first sun gear _S1 via a first clutch C1 and to a first sun gear _S1 via a second clutch _C2 .
Each can be connected to internal gear _R1 . The first sun gear PS ₁ is made stationary by a second brake B ₂ . The first pinion carrier PC ₁ is coaxial with the input shaft and connected to a first shaft M ₁ having a counter drive gear 4 at one end. A second internal gear R ₂ is further connected to the first shaft M ₁ . The second pinion carrier PC ₂ is connected to the housing via a one-way clutch F ₁ and a first brake B ₁ arranged in parallel. A second gear having a counter driven gear 5 at one end that meshes with the counter drive gear 4.
A shaft _M2 is provided parallel to the input shaft, and a second sun gear _S2 is connected to this second shaft _M2 via a third clutch _C3 .
Also, a fourth internal gear _R4 is connected. The second sun gear _S2 can be stopped by a third brake _B3 , and the third pinion carrier _PC3 is connected to the housing via a one-way clutch _F2 and a fourth brake _B4 arranged in parallel. What is the _3rd internal gear R ₃ and the 4th pinion carrier PC ₄ ? The 2nd shaft M ₂
The ring gear G ₂ of the final gear unit 7 can be driven by the output gear G ₁ provided on the output shaft O.

It has five forward speeds, each range (R range, N range, D range, 4 range, 3 range).
The selector lever positions for range, range 2, range 1 are set as shown in FIG. In addition, 4
If the range is omitted, settings are made as shown in FIG.

The operating state of the transmission element in each range is as shown in FIG. 7, where ◯ indicates operation, and x indicates non-operation. The operation of the transmission elements is performed by control hydraulic pressure to each transmission element, which is generated by a control valve unit (corresponding to a control means) not shown.

Here, as the sub-transmission 2, instead of the sub-transmission ₂₁ shown in Fig. 4, the sub-transmissions 21 shown in Figs.
Planetary gear 1 as shown in Figures and Figure 11
(In the diagram, S is a sun gear, R is an internal gear, P is a plurality of pinions that mesh with these two gears, and PC is a pinion carrier that rotatably supports pinion P.) to obtain three gears. Transmissions 2 ₂ , 2 ₃ , Figures 12 and 13, Figure 1
One set of Lavigneaux-type compound planetary gears as shown in Figures 4 and 15 (in the figures, S, SA, and SB are sun gears, PA and PB are first and second pinions, R,
RA and RB are internal gears, and PC is a pinion carrier. ) may be used to provide auxiliary transmissions 2 ₄ and 2 ₅ that provide three gear stages.

Furthermore, as the main transmission 1, as shown in FIG. 16 (however,
This is an example used in an FR vehicle. ), the first clutch C ₁₀ , the second clutch C ₂₀ , the first brake B ₁₀ ,
1 set of Lavigneau type compound planetary gears with second brake B ₂₀ and one-way clutch F ₁₀ (SB is sun gear, RBA, RBB are internal gears, PBA
is the first pinion that meshes with sun gear S and internal gear RBB, PBB is the second pinion that meshes with the first pinion PBA and internal gear RBA, and PCB is the pinion carrier that rotatably supports the first and second pinions. be. ) may be used as a main transmission _{1 2} that obtains three gears by using the auxiliary transmission 2 ₅ . It comes to show. In addition, the number of teeth of the main transmission 1 ₂ (first internal gear; 100 - second internal gear; 72 -
Sun gear 33), number of teeth of sub-transmission ₂₅ (3rd internal gear; 76 - 4th internal gear; 72 - sun gear 29), i ₁ = 4.903, i ₂ = 2.983,
Gear ratios of i ₃ = 2.039, i ₄ = 1.403, i ₅ = 1.000, and i ₆ = 4.150 are obtained.

Next, the effect will be explained.

When moving forward, automatic gear shifting is performed by operating gear shifting elements such as clutches and brakes. When performing a one-gear upshift or a one-gear downshift, the main transmission 1 and the sub-transmission 2 are shifted simultaneously. Since the gears at each shift position are set so as not to shift, as shown in FIGS. 7 and 17, only one of the main transmission 1 and the sub-transmission 2 is shifted up or down This is done by changing gears in the direction.

In addition, when performing a skip shift of two or more gears, both the gear stages of the main and sub-transmissions 1 and 2 should be upshift-type shifting when shifting in the upshifting direction, and downshifting type shifting when shifting in the downshifting direction. Therefore, both the main transmission 1 and the sub-transmission 2 shift in the upshift direction when upshifting, and in the downshift direction when downshifting.

As explained above, the multi-stage automatic transmission with sub-transmission _A1 of the first embodiment provides the following effects.

By setting the main transmission 1 to 3 speeds and the auxiliary transmission 2 to 3 speeds, the gear ratio of the 5 forward speeds can be set by combining the gears without changing the main transmission to 4 speeds. This increases the degree of freedom in setting gear ratios.

In particular, when the main transmission 1 and the auxiliary transmission 2 are arranged in parallel in a FF vehicle specification, both transmissions 1,
Since both of the automatic transmissions have three speeds, the total length of the automatic transmission can be shortened while having a five-speed gear ratio, which is extremely advantageous when mounted on a vehicle.

By prohibiting simultaneous shifting of main and auxiliary transmissions 1 and 2 when upshifting and downshifting of the first gear, timing control of engagement and release of the transmission elements is simplified, and when skip shifting two or more gears, the shift By making the directions the same and defining the direction in which the fluctuating torque is generated during shifting, it is easy to take countermeasures against shocks, so it is possible to suppress shift shocks with simple control.

When the auxiliary transmission 2 is in first gear and the main transmission 1 is in the reverse position, the one-way clutch F is mechanically locked, and the engine brake is not applied when the main transmission 1 is in the forward direction. Since the brake for the first speed of the transmission 2 is only the one-way clutch F for preventing reverse rotation, the number of shift elements requiring hydraulic control is reduced, and the control system can be simplified.

Next, as a second embodiment, a 4-stage main transmission and a 4-stage main transmission
Let us take as an example a multi-stage automatic transmission with a sub-transmission having seven forward gears combined with a sub-transmission.

Fig. 18 shows a horizontal FF car arrangement, and Fig. 19 shows a multi-stage automatic transmission with an auxiliary transmission A ₂ of a longitudinal FR car arrangement, and the main transmission 1 includes a first clutch C ₁₁ , One set _of Lavigneau _type compound planetary gears (SD, _{SFA ,} SFB are sun _gears , RDA,
RDB, RFA, REB are internal gears, PDA,
PDB, PFA, PFB are the first and second pinions,
PCD and PCF are pinion carriers. ), a main transmission 1 ₃ is used which obtains four gear stages, and the auxiliary transmission 2 includes a fourth clutch C ₄₁ , a fourth clutch C ₅₁ 3, a third brake B ₃₁ , a fourth brake B ₄₁ , and a one-way transmission. One set of Lavigneaux type compound planetary gears with clutch F ₂₁ (SF is the sun gear, REA is the internal gear, PEA and PEB are the first and second pinions, and PCE is the pinion carrier).
An auxiliary transmission ₂₆ is used to obtain the gears.

The operating state of the transmission element in this second embodiment is as shown in FIG. 20.

Therefore, in this second embodiment, in addition to the effects described in the first embodiment, since a transmission with four gear stages is used as the main and auxiliary transmissions 1 and 2, the transmission with seven forward speeds is possible. In addition, since the sub-transmission 2 ₆ has a 4-speed gear stage with five shift elements, the 3-speed main transmission 1 ₁ , which was mentioned in the first embodiment,
A 4-speed sub-transmission can be arranged with the same length as the ₁₂ , and furthermore, the 3-speed sub-transmission and the 4-speed sub-transmission are highly similar and can be easily changed to each other.

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, in any of the embodiments, if a freewheel clutch is installed in each of the second gears of the main transmission and the auxiliary transmission, which can be disengaged by a serial clutch, smooth shift control can be achieved extremely easily. What it can do is similar to other known automatic transmissions.

(Effects of the Invention) As explained above, in the multi-stage automatic transmission with an auxiliary transmission of the present invention, the main transmission has m stages (m; integer) and the auxiliary transmission has n stages (n≧3 , n; integer), and the forward gear stage is m+n-1, then 1
When performing a one-gear upshift or one-gear downshift, set the gear at each shift position so that the main transmission and auxiliary transmission do not shift simultaneously, and skip shifting two or more gears. In this case, a control means is provided to perform an upshift type shift when shifting in the upshift direction, and a downshift type shift when shifting in the downshift direction, for both the main and auxiliary transmissions.
Increased freedom in setting gear ratios by increasing the number of auxiliary transmissions to three or more gears, and suppressing shift shocks through simple control by prohibiting simultaneous shifting of the main and auxiliary transmissions and by making the shift directions the same. The effect is that it is possible to achieve both.

[Brief explanation of the drawing]

Figure 1 shows a multi-stage automatic transmission with an auxiliary transmission according to the present invention.
Figure 2 is a diagram showing the arrangement of the multi-speed automatic transmission with auxiliary transmission of the present invention in FF vehicle specifications, and Figure 3 is a diagram showing the arrangement of the multi-stage automatic transmission with auxiliary transmission of the present invention in FF vehicle specifications. FIG. 4 is a skeleton diagram showing a multi-stage automatic transmission with an auxiliary transmission according to the first embodiment; FIGS. 5 and 6 are diagrams showing select bar positions. , FIG. 7 is an operation diagram showing the operating state of the transmission elements in the multi-stage automatic transmission with an auxiliary transmission according to the first embodiment, FIG. 8 is a skeleton diagram showing another example of the auxiliary transmission, and FIG. An operating diagram showing its operating state;
Fig. 10 is a skeleton diagram showing another example of the sub-transmission, Fig. 11 is an operation diagram showing its operating state, and Fig. 1
Fig. 2 is a skeleton diagram showing another example of the auxiliary transmission, Fig. 13 is an operation diagram showing its operating state, Fig. 14 is a skeleton diagram showing another example of the auxiliary transmission, and Fig. 15 is its operating state. Fig. 16 is a skeleton diagram showing the multi-stage automatic transmission with sub-transmission according to the first embodiment using Lavigneaux-type compound planetary gears, Fig. 17 is an operating diagram showing its operating state, and Fig. 18 is an operating diagram showing its operating state. FIG. 19 is a skeleton diagram showing a multi-stage automatic transmission with an auxiliary transmission in the FF vehicle specification of the second embodiment.
FIG. 20 is a skeleton diagram showing a multi-stage automatic transmission with an auxiliary transmission for an FR vehicle specification, and FIG. 20 is an operation diagram showing its operating state. A ₁ ...Multi-stage automatic transmission with sub-transmission, 1...Main transmission, 2...Sub-transmission.

Claims (1)

[Scope of Claims] 1. A sub-transmission comprising a main transmission and a sub-transmission capable of automatically switching gears, and achieving multi-speed shifting by shifting the main transmission and the sub-transmission. In the multi-speed automatic transmission with gear, the main transmission has m speeds (m: an integer), the auxiliary transmission has n speeds (n≧3, n: an integer), the forward speed is m+n-1, and one speed is set. When upshifting or downshifting one gear, set the gears at each shift position so that the main transmission and auxiliary transmission do not shift simultaneously, and skip shift two or more gears. In this case, the gears of both the main and auxiliary transmissions are characterized by being provided with a control means that performs an upshift-type shift when shifting in the upshift direction, and performs a downshift-type shift when shifting in the downshift direction. A multi-speed automatic transmission with an auxiliary transmission.