JPH06100250B2 - Automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission, and more particularly to an automatic transmission capable of 5-speed shifting with a simple structure.

[Problems to be Solved by Conventional Techniques and Inventions] In recent years, automatic transmissions (automatic transmissions) that automatically change gear ratios have been widely used as transmissions for automobiles. This automatic transmission is generally used in combination with a torque converter, and controls switching of the gear ratio so as to obtain an optimum gear ratio according to a running condition and the like according to a program predetermined according to a selected shift range.

By the way, in the above automatic transmission, it is preferable to use as many shift stages as possible from the viewpoint of smoothing the shift.

However, in many conventional automatic transmissions, a planetary gear mechanism is used, and when an attempt is made to increase the number of gear stages, the planetary gear mechanism is connected in multiple stages, which often complicates the configuration.

In view of the above-mentioned problems of the prior art, it is therefore an object of the present invention to provide an automatic transmission capable of performing 5-speed gear shifting with a simple structure.

[Means for Solving the Problems] According to the present invention, in order to achieve the above object, two drive gears are attached to a drive rotation shaft via clutches so that they can be intermittently connected. The differential small gear holding body of the differential mechanism is fixed to the driven side rotation shaft, and the two large differential gears of the differential mechanism are arranged coaxially with the driven side rotation shaft. Two driven-side gears are connected to the differential gear, and these driven-side gears mesh with the two drive-side gears, respectively, and are rotatable only in the same direction by a one-way clutch. One of the side gears can be connected to and disengaged from the driven side rotating shaft via a clutch, and has means for individually controlling each of the clutches according to a program predetermined for each drive force transmission mode range. Wherein, automatic transmission, it is provided.

In the present invention, there is a form in which a brake is connected to the two driven gears.

In the present invention, there is a mode in which a one-way clutch is interposed between one of the two drive-side gears and a clutch for connecting and disconnecting the drive-side rotating shaft.

In the present invention, there is a form in which the drive side rotating shaft is connected to a drive source via a torque converter.

In the present invention, a reverse rotation mechanism is interposed between the drive-side rotation shaft and the driven-side rotation shaft, and has means for controlling connection / disconnection of the drive-side rotation shaft and the driven-side rotation shaft by the reverse rotation mechanism. There are forms.

In the present invention, there is a form in which a lock mechanism is attached to the driven side rotating shaft.

In the present invention, there is a form in which the clutch is a hydraulic clutch.

Further, according to the present invention, there is provided an automobile equipped with the automatic transmission as described above.

[Examples] Specific examples of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic diagram showing a first embodiment of an automatic transmission according to the present invention. This embodiment is an example applied to a transmission of an automobile.

In the figure, 2 is a drive side rotating shaft (hereinafter referred to as "driving shaft"), and 4 is a driven rotating shaft (hereinafter referred to as "driven shaft").
Is. The drive shaft 2 and the driven shaft 4 are parallel to each other.

The drive shaft 2 is connected to the torque converter 6,
The torque converter is connected to the engine output shaft 8.

Two gears 12, 16 are rotatably attached to the drive shaft 2, and 14 and 18 are the drive shaft 2 and the gears 12, 16 respectively.
It is a hydraulic clutch that connects and disconnects. ON for these clutches
-OFF is performed by hydraulic drive mechanisms C ₁ and C ₂ , respectively.

On the other hand, a differential gear mechanism 20 is attached to the driven shaft 4. In the differential gear mechanism, 22 is a differential pinion gear holding shaft, 24 and 26 are differential pinion gears rotatably attached to the holding shaft, and 28 and 30 are differential pinion gears. It is a differential gear that is rotatably mounted coaxially around the driven shaft 4 in mesh with each other. The differential pinion holding shaft 22 is orthogonal to the driven shaft 4 and fixed to the driven shaft.

A gear 32 is fixed to the differential large gear 28, and 40 is a hydraulic clutch that connects and disconnects the driven shaft 4 and the gear 32. ON / OFF of the clutch is performed by the hydraulic drive mechanism C ₃ . The gear 32 meshes with the drive-side gear 12.
Further, the gear 32 can be rotated only in one direction with respect to a frame (not shown) by a one-way clutch 34, and a brake 35 is additionally provided. ON-OFF of the brake
Is done by a hydraulic drive mechanism C ₆ .

A gear 36 is fixed to the differential gear 30. The gear meshes with the gear 16 on the drive shaft side. Further, the gear 36 can only rotate in the same direction as the gear 32 with respect to a frame (not shown) by a one-way clutch 38, and a brake 39 is additionally provided. ON of the brake
-OFF is done by the hydraulic drive mechanism C ₇ .

41 is a reversing mechanism. In the reverse rotation mechanism, 42 is an idle gear shaft that is arranged in parallel with the drive shaft 2 and the driven shaft 4, and 44 is a reverse idle gear that is axially slidably attached to the shaft. , 46 are gears fixed to the drive shaft 2, and 48 is a gear attached to the driven shaft 4. The reverse idle gear 44 can be brought into a state of meshing with the gears 46 and 48 by axial movement. This meshed state is set to the reverse mechanism ON state, and the non-meshed state is set to the reverse mechanism OFF. ON / OFF of the reverse rotation mechanism is performed by the hydraulic drive mechanism C ₄ .

A parking pole 50 is a mechanism for locking the driven shaft 2. The lock mechanism is turned on and off by a hydraulic drive mechanism C ₅ .

In this embodiment, the gear ratio between the gear 12 and the gear 32 is 144/10.
0, the gear ratio of the gear 16 and the gear 36 is 88/156,
The gear ratio between the gear 46 and the gear 48 is 50/158.

Therefore, by combining ON-OFF of the clutches 14, 18, 40 and ON-OFF of the reverse rotation mechanism 41, as shown in Table 1 below, 5 forward gear shifts and 1 reverse gear shift are possible.
The one-way clutches 34, 38 are turned off when in the free state and turned on when in the locked state. The brakes 35 and 39 are for use with the engine brake, and when the engine brake is used, the one-way clutches 34 and 38 are turned on and off at the same time.
Since the brakes 35 and 39 are turned off, the on-off display of these brakes 35 and 39 is omitted in Table 1. Further, in Table 1, the ON state is indicated by a “◯” mark.

FIG. 2 is a schematic diagram showing a drive control system of the continuously variable transmission of the above embodiment.

In the figure, 52 is a drive mechanism C _{1 for} the clutch 14, a drive mechanism C _{2 for} the clutch 18, a drive mechanism C _{3 for} the clutch 40,
The drive mechanism C ₄ of the reversing mechanism 41, the driven shaft locking mechanism 50
Is a hydraulic circuit for controlling the drive mechanism C ₅ , the drive mechanism C _{6 of the} brake 35, and the drive mechanism C ₇ of the brake 39, which circuits are driven by the control unit (microcomputer) 54. The oil pressure can be changed.

56 is a shift device connected to the hydraulic circuit 52,
The device includes P range, R range, N range, D range,
There are four ranges, three ranges, two ranges and one range, and the driver selects a desired range by operating the lever. A signal regarding the state of the shift device 56 is input to the control unit 54. The control unit further includes a signal relating to the state of the hydraulic circuit 52 and a state signal obtained from various sensors other than the hydraulic circuit (for example, a rotational speed signal of the driven shaft 4, a vehicle speed signal, a throttle valve associated with accelerator operation). An opening signal, an engine speed signal, etc.) are input. The control unit 54 sets the operating state of each drive mechanism according to a program predetermined according to the range selected by the shift device 56, and issues a command signal to each drive mechanism.

The operation in each shift range will be described below.

・ P range Only the driven shaft lock mechanism 50 is turned on.

・ R range Only the reverse rotation mechanism 41 is turned on.

・ Turn off all N ranges.

・ D range Depending on driving conditions, etc., ON / OFF of the clutch 14,18,40
Is appropriately selected from the above-described first to fifth speeds.

・ 4 ranges Depending on the driving conditions, etc., the clutches 14, 18, 40 can be turned on and off.
Is appropriately selected from the above-mentioned first to fourth speeds.

・ 3 ranges ON / OFF of the above clutches 14,18,40 depending on the driving conditions etc.
Is appropriately selected from the above-described first to third speeds.

・ 2 range The ON / OFF states of the clutches 18 and 40 are appropriately combined and appropriately selected from the first speed to the second speed according to the traveling conditions.

・ 1 range Turn on the clutch 18 to select the first speed.

In addition, when using the engine brake, a separate shift device 56
By operating the button provided on the lever of the brake, the brake 3 is selected when the first speed or the third speed is selected.
5,39 can be turned on. Also, in this case, the brakes 35, 39 above can be
It can also be turned on.

FIG. 3 is a schematic diagram showing a second embodiment of the automatic transmission according to the present invention. In this figure, the same parts as those in FIG. 1 are designated by the same reference numerals.

In this embodiment, the differential gear mechanism of the first embodiment is used.
A differential gear mechanism 21 is used instead of 20 to perform the same function. In the differential gear mechanism, 23 is a differential pinion gear holding member, 25a, 25b, 27a, 27b are differential pinion gears rotatably attached to the holding member, and 29, 31 are differential gears. It is an internal gear differential large gear that meshes with a small gear and is rotatably mounted coaxially around the driven shaft 4. The differential pinion holder 23 is fixed to the driven shaft 4,
The differential small gears 25a, 25b, 27a, 27b are all arranged in parallel with the driven shaft 4, and the differential small gears 25a, 25b mesh with one of the large differential gears 29. 27a and 27b mesh with the other differential large gear 31.

FIG. 4 is an exploded perspective view showing a specific structure of the differential gear mechanism 21.

In this embodiment, the reversing mechanism in the first embodiment is used.
A reversing mechanism 43 is used instead of 41. In the reversing mechanism, the reverse idle gear 42 is constantly meshed with the gears 46, 48, and 47, 49 are hydraulic clutches for connecting and disconnecting the gears 46, 48 with the drive shaft 2 and the driven shaft 4, respectively. These clutches are driven by the hydraulic drive mechanism C ₄ .

In this embodiment, the gear ratio between the gear 12 and the gear 32 is 144/10.
0, the gear ratio of the gear 16 and the gear 36 is 84/160,
The gear ratio between the gear 46 and the gear 48 is 50/158.

Therefore, by combining ON-OFF of the clutches 14, 18, 40 and ON-OFF of the reversing mechanism 43, it is possible to shift gears in five forward gears and one reverse gear as shown in Table 2 below.

In this embodiment, the same control as that of the first embodiment is performed and the same function is exhibited.

FIG. 5 is a partial schematic view showing a modification of the second embodiment.

In the present modification, the one-way clutch 60 is interposed between the gear 16 on the drive shaft side and the clutch 18 for connecting / disconnecting the drive shaft 2, so that the gear shifting operation can be smoothly performed.

That is, when shifting from the second speed to the third speed, the clutch 1
It is not necessary to perform the ON-OFF operation of 4,18,40 at the same time. First, the clutch 14 may be turned ON (the one-way clutch 60 is in a free state), and then the clutch 40,18 may be immediately turned OFF. Similarly, when shifting from the third speed to the second speed, the clutch 18 is first turned on (the one-way clutch 60 is in the free state), and then the clutch 40 is immediately turned on (the one-way clutch 60 is in the free state). ), And then the clutch 14 may be immediately turned off (the one-way clutch 60 is locked).

When shifting from the 4th speed to the 5th speed, the clutch 1
It is not necessary to simultaneously perform the ON-OFF operation of 8, 40, and the clutch 40 may be first turned ON (the one-way clutch 60 is in the free state), and then the clutch 18 may be immediately turned OFF.
Similarly, when shifting from the 5th speed to the 4th speed, the clutch 18 may first be turned on (the one-way clutch 60 is in a free state), and then the clutch 40 may be immediately turned off (the one-way clutch 60 is locked). [Advantages of the Invention] According to the present invention as described above, a simple structure including two gears on the drive shaft side, two gears on the driven shaft side meshing with these, three clutches, and two one-way clutches is provided. With such a configuration, a gear ratio of five forward gears can be obtained, and smooth automatic gear shifting is possible.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a first embodiment of an automatic transmission according to the present invention, and FIG. 2 is a schematic diagram showing a drive control system thereof. FIG. 3 is a schematic view showing a second embodiment of the automatic transmission according to the present invention, and FIG. 4 is an exploded perspective view showing a specific structure of the differential gear mechanism. FIG. 5 is a partial schematic view showing a modification of the second embodiment. 2: Drive shaft, 4: Driven shaft, 6: Torque converter, 12,16: Drive side gear, 14,18: Clutch, 20,21: Differential gear mechanism, 32,36: Driven side gear, 34,38: the one-way clutch, 35, 39: brake, 40: clutch, 41, 43: reversing mechanism, 47, 49: clutch, 50: driven shaft lock mechanism, 60: one-way clutch, C ₁ -C _7: driving mechanism.

Claims (8)

[Claims] 1. A drive-side rotating shaft is provided with two drive-side gears which are discontinuously attached via clutches, and a differential small gear holding member of a differential mechanism is fixed to the driven-side rotating shaft, Two differential large gears of the differential mechanism are arranged coaxially with the driven side rotation shaft, and two driven side gears are connected to the two differential large gears. Are engaged with the two drive-side gears respectively and are rotatable only in the same direction by a one-way clutch, and one of the driven-side gears is connectable to the driven-side rotary shaft via a clutch. An automatic transmission having a means for individually controlling each of the above-mentioned clutches according to a predetermined program for each driving force transmission mode range. 2. The automatic transmission according to claim 1, wherein a brake is connected to the two driven gears. 3. The automatic transmission according to claim 1, wherein a one-way clutch is interposed between one of the two drive-side gears and a clutch for connecting and disconnecting the drive-side rotating shaft. apparatus. 4. The automatic transmission according to claim 1, wherein the drive-side rotary shaft is connected to a drive source via a torque converter. 5. A reverse rotation mechanism is interposed between the drive-side rotation shaft and the driven-side rotation shaft, and has means for controlling connection / disconnection of the drive-side rotation shaft and the driven-side rotation shaft by the reverse rotation mechanism. The automatic transmission according to any one of claims 1 to 4. 6. The automatic transmission according to claim 1, wherein a lock mechanism is attached to the driven side rotating shaft. 7. The automatic transmission according to claim 1, wherein the clutch is a hydraulic clutch. 8. An automobile equipped with the automatic transmission according to any one of claims 1 to 7.