JPH08128525A - Planetary gear train and speed change gear for automatic transmission - Google Patents

Abstract

PURPOSE: To provide a planetary gear train and speed change gear for automatic transmission, in which the speed change shock can be easily reduced, the speed change is easily controlled, the power performance is excellent, and the constitution is simple. CONSTITUTION: This planetary gear train and speed change gear for automatic transmission is provided with a single pinion type first planetary gear (a), a single pinion type second planetary gear (b), a single pinion type planetary gear (c), a three element connecting member (d) integratedly connecting together a first sun gear, a second ring gear, and a third sun gear, a two element connecting member (e) integratedly connecting a first carrier with a second carrier, and a connecting member (g) with clutch interposed thereon selectively connecting the two element connecting member (e) with a third ring gear through an engaging/disengaging clutch (f).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear transmission for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, as a gear transmission for an automatic transmission which obtains a forward five speed gear, a gear transmission disclosed in JP-A-1-242854 is known.

In this conventional device, one single-pinion type planetary gear is added to a four-speed type main planetary gear shifting mechanism that obtains a forward four-speed gear stage by using two single-pinion type planetary gears. It consists of a planetary gear and a total of 11 clutches, brakes, one-way clutches, and other engagement / disengagement elements.

Of these, a one-way clutch for simplifying the shift control and a clutch without the clutches and brakes added for the purpose of applying the engine brake, which has no one-way clutch when the coasting is applied, are provided. The number of engagement / release elements of the brake is seven. This number is practically the minimum number of elements required to achieve a shift of 5 forward gears and 1 reverse gear.

The breakdown is a four-step portion (two underdrive steps, one direct connection step, one overdrive step) that requires at least five engagement / release elements for the clutch and brake, and one planetary gear and clutch. It consists of an add-on section that requires at least two brakes, enabling five speeds (three underdrives, one direct connection, one overdrive).

[0006]

However, when trying to change the overdrive from one stage to two stages in the above-described conventional gear transmission for an automatic transmission, the input path of the add-on section is switched to change the add-on section. Can lead to
For this purpose, it is necessary to add two clutches and brakes. Therefore, it is not practical in consideration of the cost and the point of impairing the vehicle mountability.

The minimum number of clutch and brake transmission elements required for the add-on type five-speed transmission is seven, but the weight and size of the entire apparatus are large.
There is also a strong demand to reduce this as much as possible to improve cost, vehicle mountability, fuel efficiency, etc.

In order to reduce the total number of clutches and brakes, the structure of the transmission is considered by combining a plurality of planetary gears. The method of combining the planetary gears and the ratio of the number of teeth of the sun gear to the ring gear of the planetary gears are considered. (That is,
Gear ratio), whether the single pinion type planetary gear or double pinion type planetary gear is used, etc., the obtained gear ratio changes variously, and not all of them can be put to practical use. However, practical gear trains are limited by various conditions such as required power performance and cost.

That is, although a huge number of configurations can be devised depending on the combination of the planetary gears and the setting method of the gear ratio, it is very difficult to create a practically required one as an automatic transmission for a vehicle. There is a problem with.

For example, Japanese Unexamined Patent Publication No. 50-64660 uses three single pinion type planetary gears, three clutches and three brakes as shown in FIG. 7, and as shown in FIG. , Advancement by engaging / disengaging each element 6
A device for achieving a two-speed gear shift is shown.

However, in this conventional device,
There are the problems described below.

(1) The setting of the gear ratio between gears is inappropriate.

The axis of abscissas is the position of the rotary member that is assigned according to the set gear ratio of the planetary gears, and the axis of ordinates is the rotation speed ratio. The rotation speed ratio is 0 and the rotation speed ratio 1 corresponds to the horizontal direction. FIG. 8 shows a collinear diagram in which the elements of the clutch and the brake are displayed at the intersections with the drawn straight line and the lines connecting the engaged elements are drawn.

Originally, it is desirable to set the gear ratio between the gear stages in a geometric progression. Because, as shown in FIG.
The torque band of the engine (the width of the engine torque output from the relationship between the engine torque and the rotation at a constant throttle opening) is almost constant without being affected by the gear stage, and the output shaft torque is almost constant according to the gear stage. As the engine speed changes with the ratio, the engine speed changes almost the same, which makes the driver feel comfortable.

However, according to FIG. 8, the gear ratios between the gear stages are not in a geometric series, and especially, between the fifth speed, the sixth speed, and the third speed.
The range between the 4th speed and the 4th speed is wide, and a torque band different from other shifts is used during this period, so that a portion having good engine characteristics cannot be used. In particular, the fifth and sixth speeds are places where the shift frequency is high, and should be noticeable.

Therefore, if the gear ratio of the planetary gears is set so that the vertical axis of the fifth rotating member shifts to the right in the drawing in an attempt to narrow the third speed and the fourth speed, the third speed and the fourth speed become narrow but at the same time. It will be narrowed between the 4th and 5th speeds, and will be wider than the current speed between the 5th and 6th speeds.

As described above, in the gear train in which the power transmission paths of the gears are always connected, the selection range of the gear ratio is small, and as shown in FIG. 8, the gear ratio must be compromised.

(2) The member rotation that is not involved in gear shifting becomes abnormally high.

Since the rotating members at the left and right ends of the alignment chart shown in FIG. 8 have abnormally high rotation speeds in the fifth speed, the sixth speed, and the second reverse speed, the strength and the high rotation speed of the bearings for supporting the members are high. There is a risk of gear shifting failure (clutch operation failure due to centrifugal oil pressure, etc.).

The present invention overcomes the above-mentioned problems and creates one suitable for practical use. In this regard, the following points were taken into consideration.

1) When the two clutches and brakes are switched from the engaged state to the released state or from the released state to the engaged state, the gear shift shock becomes worse, or complicated control is required to reduce the gear shift shock. Consider,
One clutch or brake is switched from the engaged state to the released state or from the released state to the engaged state between the adjacent gears.

2) In order to simplify the structure and suppress the cost increase, the double pinion type planetary gears are not used, and only three single pinion type planetary gears are combined.

3) The total number of clutches and brakes is 6 in the minimum case, and it is possible to realize 6 forward stages (3 underdrive stages, 1 direct connection stage, 2 overdrive stages) and 1 or more reverse stages. did. This is because a compact and lightweight structure and cost reduction were strongly considered.

4) Since the add-on type has a structure in which the add-on part is connected to the main body part, in consideration of the small size, light weight and cost, the means for connecting the add-on part, the main body part and the add-on part are combined. It is disadvantageous in that it requires a wall to separate the two.
Therefore, we decided to use the integral type.

5) The gear ratios between the respective gears are arranged in a geometric progression so as to reduce variations in engine rotation before and after gear shifting and to facilitate driving.

The object of the present invention is to easily reduce the shift shock, control the shift easily, have excellent power performance, and have a simple structure. The planetary gear train for automatic transmission and the gear shift for automatic transmission. To provide a device.

[0027]

In order to achieve the above object, in the planetary gear train for an automatic transmission according to claim 1, a first sun gear, a first ring gear, and Single pinion type first planetary gear a having a first carrier that holds a pinion meshing with both gears
A second sun gear, a second ring gear, and a single pinion type second planetary gear b having a second carrier that holds a pinion meshing with both gears, a third sun gear, and a third sun gear.
A ring gear, a third planetary gear c of a single pinion type having a third carrier that holds a pinion that meshes with both gears, and a three-element connecting member d that integrally connects the first sun gear, the second ring gear, and the third sun gear. , A two-element connecting member e that integrally connects the first carrier and the second carrier, and a clutch interposition connection that selectively connects the two-element connecting member e and the third ring gear via a disconnecting clutch f. And a member g.

According to a second aspect of the present invention, there is provided the automatic transmission planetary gear train according to the first aspect, wherein the three-element connecting member d, the third carrier, the third ring gear, the first ring gear, A second rotating member, a second rotating member, a third rotating member, a fourth rotating member, a fifth rotating member, and a sixth rotating member are respectively attached to the second sun gear and the two-element connecting member e.
The rotating member is connected, the first rotating member, the fifth rotating member, and the sixth rotating member are connected to the input shaft via the clutch, and the second rotating member and the third rotating member are connected to the case via the brake. Then, the fourth rotary member is connected to the output shaft, and one gear is obtained by combining the engagement or disengagement of the connecting / disconnecting clutch f and the engagement of three or two of the three-clutch two-brake, and It is characterized in that a shift control means is provided for obtaining a plurality of gears according to an engagement release control rule which does not cause double replacement in a matched gear.

[0029]

The operation of the first invention will be described.

Of the single-pinion type first planetary gear a, second planetary gear b, and third planetary gear c, the first sun gear, the second ring gear, and the third sun gear are three-element connecting members d.
Are integrally connected by. Further, the first carrier and the second carrier are integrally connected by the two-element connecting member e. When the disconnecting clutch f is selected to be disengaged, 2
The element connecting member e and the third ring gear are separated from each other, and when the connection / disconnection clutch f is selected for engagement, the two element connecting member e is selected.
And the third ring gear are integrally connected.

That is, of the nine rotating elements of each planetary gear a, b, c, the three-element connecting member d reduces the number by two, and the two-element connecting member e reduces the number by one. Then, when the disconnecting clutch f is selected to be disengaged, a planetary gear train having 9−2−1−1 = 7 rotating elements is provided, and when the disconnecting clutch f is selected to be engaged, the two-element connecting member e
And the third ring gear are integrally connected, so that 9
2−2 = 6 planetary gear trains having 6 rotating elements.

Therefore, an input member, an output member, and a case are added to the rotary member connected to these rotary elements to make 10 or 9 members, and the members are integrally connected or not connected at all. Rotation with a different gear ratio between the input member and the output member by controlling the engagement / disengagement of a plurality of provided engagement elements by connecting them through engagement elements such as clutches and brakes. You can get the situation.

In this case, the power transmission paths of the planetary gears a, b, c are not always connected to each other,
Since the power transmission path can be selected by connecting / disconnecting the connecting / disconnecting clutch f, the degree of freedom in setting the gear ratio at each gear is increased, and the gear ratios between the gears can be arranged in geometric progression. Become.

Further, by using the connection / disconnection of the connection / disconnection clutch f, it is possible to prevent the member rotation not involved in gear shifting from becoming abnormally high.

The operation of the second invention will be described.

The three-element connecting member d, the third carrier, the third ring gear, the first ring gear, the second sun gear, and the two-element connecting member e of the planetary gear train for an automatic transmission described above respectively include a first rotating member and a second rotating member. Rotating member, third rotating member,
The fourth rotating member, the fifth rotating member, and the sixth rotating member are connected, and the first rotating member, the fifth rotating member, and the sixth rotating member are connected to the input shaft via the clutch, respectively, and the second rotating member and the sixth rotating member are connected. Each of the three rotating members is connected to the case via a brake, and the fourth rotating member is connected to the output shaft, thereby forming a gear transmission mechanism for an automatic transmission.

With respect to this gear shift mechanism, shift control by shift control means allows one gear stage to be a combination of disconnection or connection of the on / off clutch f and engagement of three or two of the three-clutch two-brake. In addition to being obtained, a plurality of gears can be obtained by the engagement / disengagement control law that does not cause double replacement in adjacent gears.

For example, when 6 forward gears and 1 reverse gear are set from a plurality of gears that can be set, the shift shock can be easily reduced, the shift control is easy, the power performance is excellent, and the structure is simple. Satisfies all required performance.

[0039]

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

First, the structure will be described.

FIG. 2 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to an embodiment corresponding to the first and second aspects of the invention.

In FIG. 2, PG1 is the first planetary gear, P
G2 is the second planetary gear, PG3 is the third planetary gear, and M1 is 3
An element connecting member, M2 is a two-element connecting member, and M3 is a clutch interposed connecting member, and a planetary gear train composed of these members will be described.

The first planetary gear PG1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier P1 holding a pinion meshing with both gears S1 and R1.

The second planetary gear PG2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier P2 holding a pinion meshing with both gears S2 and R2.

The third planetary gear PG3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier P3 holding a pinion meshing with both gears S3, R3.

The three-element connecting member M1 is a member that integrally connects the first sun gear S1, the second ring gear R2, and the third sun gear S3.

The two-element connecting member M2 is a member that integrally connects the first carrier P1 and the second carrier P2.

The clutch intervening connecting member M3 is a member for selectively connecting the two-element connecting member M2 and the third ring gear R3 via the first clutch C1 (corresponding to the connecting / disconnecting clutch f).

A rotary member and an engaging element added to the planetary gear train when the above planetary gear train is used as a gear transmission mechanism for an automatic transmission will be described.

The three-element coupling member M1, the third carrier P3, the third ring gear R3, the first ring gear R1, and the second
A first rotating member A, a second rotating member B, a third rotating member C, a fourth rotating member D, a fifth rotating member E, and a sixth rotating member F are connected to the sun gear S2, two-element connecting member M2, respectively. ing.

The first rotating member A, the sixth rotating member F, and the fifth rotating member E are respectively provided with the second clutch C2 and the second clutch C2.
The input shaft I via the third clutch C3 and the fourth clutch C4
It is connected to S.

The second rotating member B and the third rotating member C
Are connected to the case K via a first brake B1 and a second brake B2, respectively.

The fourth rotating member D is directly connected to the output shaft O.
It is connected to S.

One gear is applied to the first clutch C1 to engage or disengage the three clutches C2 and C2.
3, C4 and 2 brakes B1, B2 3 or 2
It can be obtained by combining with individual engagements, and can be moved forward by engagement release control without double replacement in adjacent gears.
A gear shift control means (all hydraulic control type or electronic control + hydraulic control type) (not shown) that obtains one reverse gear is connected to the automatic transmission gear shift mechanism.

Next, the operation will be described.

[First Speed Gear] The first speed is obtained by engaging the first clutch C1, the fourth clutch C4 and the second brake B2 as shown in the engagement logic table of FIG. To be

At this first speed, the first clutch C1
And the engagement of the second brake B2 with the third rotary member C and 2
The element connecting member M2 and the clutch-mounted connecting member M3 are in a fixed state, and the third ring gear R3 and the first carrier P
The first and second carriers P2 are fixed to the case K.

By engaging the fourth clutch C4,
The power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → fourth clutch C4 → fifth rotating member E → second sun gear S2 → second pinion → second ring gear R2 → three-element connecting member M1 → first The first sun gear S1 → the first pinion → the first ring gear R1 → the fourth rotating member D → the output shaft OS, and the underdrive gear ratio of the first speed gear is determined.

Incidentally, the collinear chart at the first speed gear stage is as shown at 1st in FIG. In FIG. 3, A,
B, C, D, and E are rotating members, and arrows indicate inputs, double circles indicate outputs, black circles indicate clutch engagement, and black triangles indicate brake engagement.

[Second speed gear stage] The second speed gear stage releases the second brake B2 at the first speed gear stage, and the first brake B is released.
It is obtained by engaging 1 and engaging the first clutch C1, the fourth clutch C4, and the first brake B1 as shown in the engagement logic table of FIG.

In this second gear, the first brake B1
The second rotating member B is fixed by the engagement with the third carrier P3 is fixed to the case K. In addition, the engagement of the first clutch C1 causes the two-element connecting member M2 and the clutch intervening connecting member M3 to integrally rotate, and the third ring gear R3, the first carrier P1, and the second carrier P2 rotate in the same direction.

By engaging the fourth clutch C4,
The power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → fourth clutch C4 → fifth rotating member E → second sun gear S2 → second pinion → second ring gear R2 → three-element connecting member M1 → first The first sun gear S1 → the first pinion → the first ring gear R1 → the fourth rotating member D → the output shaft OS, and the underdrive gear ratio of the second gear is determined. However, the rotation of the first carrier P1 and the second carrier P2 is regulated by the rotation of the third ring gear R3 of the third planetary gear PG3. By the way, the alignment chart at the second speed is as shown at 2nd in FIG.

[Third speed gear stage] In the third speed gear stage, the first clutch C1 in the second speed gear stage is released, and the second brake B is released.
It is obtained by engaging No. 2 and engaging the fourth clutch C4, the first brake B1 and the second brake B2 as shown in the engagement logic table of FIG.

In this third gear, the first brake B1
The second rotating member B is fixed by the engagement of the
The engagement of the brake B2 causes the third rotation member C to be in a fixed state, and accordingly, the third sun gear S3 to be in a fixed state, and the second ring gear R2 via the three-element coupling member M1 coupled to the third sun gear S3. And the first sun gear S1
Is also fixed.

By engaging the fourth clutch C4,
The power transmission path from the input shaft IS to the output shaft OS is the input shaft IS → the fourth clutch C4 → the fifth rotating member E → the second sun gear S2 → the second pinion → the second carrier P2 → the two-element connecting member M2 → the second 1 carrier P1 → first pinion → first ring gear → fourth rotating member D → output shaft OS,
The underdrive gear ratio of the third gear is determined.
By the way, the collinear chart at the third gear is as shown by 3rd in FIG.

[Fourth gear] In the fourth gear, the first brake B1 in the third gear is released and the third clutch C is released.
3 is engaged, and the third clutch C3, the fourth clutch C4, and the second brake B2 are engaged as shown in the engagement logic table of FIG.

In this fourth gear, the second brake B2
The engagement of the third rotation member C brings the third rotation member C into a fixed state, and the third ring gear R3 is fixed to the case SK. Further, the third ring gear R3 and the first carrier P1 are disengaged by releasing the first clutch C1.

By engaging the third clutch C3,
The second carrier P connected by the two-element connecting member M2
2 and the first carrier P1 rotate together with the input shaft IS.
On the other hand, the engagement of the fourth clutch C4 causes the second sun gear S
2 becomes the same rotation as the input shaft IS, and the second planetary gear PG2
In the above, since the second sun gear S2 and the second carrier P2 rotate in the same rotation as the input shaft IS, the second ring gear R2
Also rotates the same as the input shaft IS. Therefore, the first sun gear S1 connected to the second ring gear R2 by the three-element connecting member M3 also rotates in the same rotation as the input shaft IS.

As described above, in the first planetary gear PG1, the first carrier P1 and the first sun gear S1 rotate in the same rotation as the input shaft IS, so that the first ring gear R1 and the output shaft OS are rotated.
Becomes the same rotation as the input shaft IS, and the gear ratio of the fourth speed gear becomes 1. By the way, the alignment chart at the fourth gear is as shown at 4th in FIG.

[Fifth speed gear stage] In the fifth speed gear stage, the fourth clutch C4 in the fourth speed gear stage is released, and the first brake B is released.
It is obtained by engaging No. 1 and engaging the third clutch C3, the first brake B1 and the second brake B2 as shown in the engagement logic table of FIG.

At this fifth speed, the first brake B1
The second rotating member B is fixed by the engagement of the
The engagement of the brake B2 causes the third rotation member C to be in a fixed state, and accordingly, the third sun gear S3 to be in a fixed state, and the second ring gear R2 via the three-element coupling member M1 coupled to the third sun gear S3. And the first sun gear S1
Is also fixed.

By engaging the third clutch C3,
The power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → third clutch C3 → sixth rotating member F → second carrier P2 → two-element connecting member M2 → first carrier P1 →
First pinion → first ring gear R1 → fourth rotating member D
→ The output shaft becomes OS, and the overdrive gear ratio of the fifth speed gear is determined. By the way, the alignment chart at the fifth gear is as shown at 5th in FIG.

[Sixth speed] The sixth speed releases the second brake B2 at the fifth speed and the first clutch C.
It is obtained by engaging No. 1 and engaging the first clutch C1, the third clutch C3, and the first brake B1 as shown in the engagement logic table of FIG.

At this sixth speed, the first brake B1
The second rotating member B is fixed by the engagement with the third carrier P3 is fixed to the case K. In addition, the engagement of the first clutch C1 causes the two-element connecting member M2 and the clutch intervening connecting member M3 to integrally rotate, and the third ring gear R3, the first carrier P1, and the second carrier P2 rotate in the same direction.

By engaging the third clutch C3,
The power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → third clutch C3 → sixth rotating member F → second carrier P2 → two-element connecting member M2 → first carrier P1
-> 1st pinion-> 1st ring gear R1-> 4th rotation member D-> output shaft OS, and the overdrive gear ratio of the 6th speed gear stage is determined. However, the rotation of the first sun gear S1 is regulated by the rotation of the third sun gear S3 of the third planetary gear PG3. Incidentally, the alignment chart at the sixth gear is as shown at 6th in FIG.

[Reverse Gear Stage] The reverse gear stage is obtained by engaging the first clutch C1, the second clutch C4 and the second brake B2 as shown in the engagement logic table of FIG.

In this reverse gear, the third rotating member C, the two-element connecting member M2, and the clutch intervening connecting member M3 are fixed by the engagement of the first clutch C1 and the second brake B2, and the third ring gear R3. And the first carrier P1
The second carrier P2 is fixed to the case K.

By engaging the second clutch C2,
The power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → second clutch C2 → first rotating member A → first ring gear R1 → three-element connecting member M1 → first sun gear S1
→ first pinion → first ring gear R2 → fourth rotating member D → output shaft OS, and the gear ratio is determined by the reverse rotation of the reverse gear. By the way, the collinear diagram at the reverse gear is as shown by Rev in FIG.

[Each gear speed change ratio] The gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, the gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, the third When the gear ratio ρ ₃ (= z _S3 / z _R3 ) of the planetary gear PG3 is set, the gear speed ratios are as follows.

First speed gear speed ratio n1 n1 = (ρ ₁ + ρ ₁ · ρ ₂ ) / ρ ₁ · ρ ₂ Second speed gear speed ratio n 2 n 2 = {(ρ ₁ + ρ ₁ · ρ ₂ ) (1 + ρ ₃ ) + ρ ₂ · ρ ₃ } / ρ ₂ {ρ ₃
+ Ρ ₁ · (1 + ρ ₃ )} 3rd speed gear speed ratio n3 n3 = (ρ ₁ + ρ ₂ + ρ ₁ · ρ ₂ ) / {ρ ₂ · (1 + ρ ₃ )} 4th speed gear speed ratio n4 = 1 n4 = 1 5th speed gear speed ratio n5 n5 = 1 / (1 + ρ ₁ ) 6th speed gear speed ratio n6 n6 = ρ ₃ / {ρ ₃ + ρ ₁ (1 + ρ ₃ )} Reverse gear speed ratio nR nR = 1 / Ρ _{1 As a} specific example, ρ ₁ = 0.401, ρ ₂ = 0.419,
When ρ ₃ = 0.670, the gear ratio of each gear and the ratio between adjacent gears are as follows. The target value is shown in parentheses.

N1 = 3.387 (3.5) n2 / n1 = 0.646 (0.629) n2 = 2.193 (2.2) n3 / n2 = 0.767 (0.682) n3 = 1 .683 (1.5) n4 / n3 = 0.594 (0.667) n4 = 1.000 (1.0) n5 / n4 = 0.714 (0.700) n5 = 0.714 (0.7 ) N6 / n5 = 0.700 (0.714) n6 = 0.500 (0.5) nR = 2.494 1st speed is a little smaller than the target speed ratio, 3rd speed is a little higher than the target speed ratio, but 1 From the sixth speed to the sixth speed, the target gear ratio is almost achieved. Further, the ratio between the 1st speed and the 6th speed is within a range of approximately ± 0.08 with respect to the target ratio.

[First Modification of Gear Transmission for Automatic Transmission] FIG. 5 is a skeleton diagram showing a first modification of the gear transmission for automatic transmission.

In the first modification of the automatic transmission gear transmission mechanism, the example shown in FIG. 2 is sequentially arranged from the input side to the output side in order of the second planetary gear PG2, the third planetary gear PG3, and the first planetary gear. While the gear PG1 is arranged, the first planetary gear PG is arranged.
In this example, the first planetary gear PG2 and the third planetary gear PG3 are arranged.

[Second Modification of Gear Transmission for Automatic Transmission] FIG. 6 is a skeleton diagram showing a second modification of the gear transmission for automatic transmission.

In the second modified example of the gear transmission mechanism for an automatic transmission, the third planetary gear PG3, the first planetary gear PG1, and the second planetary gear PG2 are arranged in order from the input side to the output side. Is.

Next, the effect will be described.

The gear transmission for an automatic transmission according to the embodiment also achieves the following advantages.

(1) Since the gear shift to the adjacent gear is performed by releasing one engaging element and engaging one engaging element, the shift shock can be easily reduced.

(2) The number of engaging elements required for gear shifting is 4 even though it is a device for performing gear shifting control of 6 forward gears and 1 reverse gear.
Since only six clutches and two brakes are used as the device, shift control becomes easy.

(3) Since the gear ratio of each gear is close to the target gear ratio and the gear ratios of adjacent gears are arranged in a substantially geometric progression, the engine rotation changes during gear shifting. Changes almost in the same manner, and gear shifting is achieved in a torque band with good engine characteristics without being affected by the gear ratio, resulting in excellent power performance.

Here, the reason why the gear ratio of each gear can be made close to the target gear ratio, and the ratio of the adjacent gears of the gear ratio can be arranged in a substantially geometric progression is explained. To be more specific, the power transmission paths of the three planetary gears are not always connected to each other, and the power transmission path can be selected by engaging / disengaging the first clutch C1, so that the first clutch C1 is released. This is because the collinear chart in the case of and the collinear chart in the case of engaging the first clutch C1 are separately drawn, and the degree of freedom in setting the gear ratio at each gear is significantly increased.

Specifically, as described above, the same gear ratio ρ
_1, [rho _2, as shown in a modified example in gear change mechanism using a planetary gear PG1, PG2, PG3 with [rho _3, to obtain a different gear ratio second speed and third speed by changing the engagement condition it can.

(4) Only three single-pinion type planetary gears are used, an integral type is used instead of an add-on type, and the number of engaging elements required for shifting is four clutches and two clutch elements. Since the device has only 6 brakes,
The configuration is simple, and it is possible to achieve small size, light weight, and low cost.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, a gear transmission mechanism having the planetary gear train for an automatic transmission according to claim 1 is included in the present invention.

Further, in the embodiment, the example of the gear shifting mechanism for the automatic transmission using only the engaging elements necessary for shifting is shown, but in order to simplify the control, the one-way clutch is put in or the one-way clutch is used. Even if you put a clutch, add braking means so that the engine braking works on the coasting side,
Furthermore, it goes without saying that the elements connecting the input shaft and the output shaft and the elements to be fixed to the case may be appropriately determined as necessary.

[0097]

According to the planetary gear train for automatic transmissions of the first aspect, the first planetary gear of single pinion type, the second planetary gear of single pinion type, and the third planetary gear of single pinion type. And a three-element connecting member that integrally connects the first sun gear, the second ring gear, and the third sun gear,
The configuration includes a two-element connecting member that integrally connects the first carrier and the second carrier, and a clutch interposition connecting member that connects the two-element connecting member and the third ring gear via a connecting / disconnecting clutch. As a result, it is possible to provide an effect that the shift shock can be easily reduced, the shift control is easy, the power performance is excellent, and the planetary gear train for an automatic transmission having a simple structure can be provided.

In the gear transmission for an automatic transmission according to the second aspect, the three-element connecting member, the third carrier, the third ring gear, the first ring gear, the second sun gear, and the two-element connecting member each make a first rotation. Member, second rotating member, third rotating member, fourth rotating member, fifth rotating member, sixth
The rotating member is connected, the first rotating member, the fifth rotating member, and the sixth rotating member are connected to the input shaft via the clutch, and the second rotating member and the third rotating member are connected to the case via the brake. Then, the fourth rotating member is connected to the output shaft, and one gear stage is formed by connecting or disconnecting the connecting / disconnecting clutch and 3 or 2 of 3 clutches and 2 brakes.
Since it is a device provided with a shift control means that obtains a plurality of gear stages by an engagement release control rule that does not cause double replacement in adjacent gear stages while being obtained by a combination with individual engagement,
It is possible to provide an effect that it is possible to provide a gear transmission for an automatic transmission, which can easily reduce shift shock, facilitate shift control, have excellent power performance, and have a simple configuration.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a planetary gear train for an automatic transmission according to the present invention.

FIG. 2 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of the embodiment apparatus.

FIG. 3 is a collinear chart showing a member rotating state at each gear in the gear shift control in the embodiment apparatus.

FIG. 4 is a diagram showing an engagement logic table at each gear in the shift control in the embodiment apparatus.

FIG. 5 is a skeleton diagram showing a gear shift mechanism for an automatic transmission according to a first modified example of the embodiment apparatus.

FIG. 6 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a second modified example of the embodiment apparatus.

FIG. 7 is a skeleton diagram showing a gear shift mechanism for an automatic transmission of a conventional device.

FIG. 8 is a collinear chart showing a member rotation state at each gear stage in the shift control in the conventional device.

FIG. 9 is a diagram showing an engagement logic table at each gear stage in the shift control in the conventional device.

FIG. 10 is an engine torque characteristic diagram with respect to the engine speed using the throttle opening as a parameter.

[Explanation of symbols]

 a first planetary gear b second planetary gear c third planetary gear d three element connecting member e two element connecting member f disconnecting clutch g clutch interposing connecting member

Claims (2)

[Claims] 1. A single pinion type first planetary gear having a first sun gear, a first ring gear, and a first carrier holding a pinion meshing with both gears, a second sun gear, a second ring gear, and both gears. A single pinion type second planetary gear having a second carrier holding a pinion meshing with the third pinion type third planetary gear, a third sun gear, a third ring gear, and a third pinion type third carrier having a third carrier holding a pinion meshing with both gears. A planetary gear, a three-element connecting member that integrally connects the first sun gear, the second ring gear, and the third sun gear; and a two-element connecting member that integrally connects the first carrier and the second carrier 2
A planetary gear train for an automatic transmission, comprising: an element connecting member; and a clutch intervening connecting member that selectively connects the two-element connecting member and the third ring gear via a disconnecting clutch. . 2. The planetary gear train for an automatic transmission according to claim 1, wherein each of the three-element connecting member, the third carrier, the third ring gear, the first ring gear, the second sun gear, and the two-element connecting member makes a first rotation. The member, the second rotating member, the third rotating member, the fourth rotating member, the fifth rotating member, and the sixth rotating member are connected, and the first rotating member, the fifth rotating member, and the sixth rotating member are respectively connected via clutches. Connected to the input shaft, the second rotating member and the third rotating member are respectively connected to the case via brakes, the fourth rotating member is connected to the output shaft, and one gear stage is connected or disconnected between the connecting / disconnecting clutch. And a combination of three or two of the three clutches and two brakes, and a plurality of gears are obtained by an engagement release control law without double replacement in adjacent gears. A gear transmission for an automatic transmission, characterized in that a speed control means is provided.