JPH09112638A - Planetary gear transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a planet gear train which prevents the revolving speed from heightening at the time of over-drive and lessen the gear noise by always connecting the input shaft of one of the sun gear, carrier, and ring gear constituting one planetary gearing mechanism, and using one of the remaining two as the output shaft. SOLUTION: One rotary member m1 of the first planetary gearing mechanism is always coupled with the input shaft, while another rotary member m2 is composed of the ring gear of the second planetary gearing mechanism, the carrier of the third planetary gearing mechanism, and the output shaft. The rotary members m3 and m4 are put in clutch coupling, among which the one m4 is in clutch coupling with the input and also in brake engagement. Further the rotary member m5 is put in brake engagement and also is coupled with the first planet gear. Thereby the revolving speeds of the rotary members m1-m6 can be suppressed to lead to suppression of the gear noise, and it is also favorable in terms of power loss and durability.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to an improvement in a planetary gear train used in an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art As a conventional planetary gear transmission, for example, there is a planetary gear transmission disclosed in Japanese Unexamined Patent Publication No. 52-149562, and as an example of the configuration, a three-row single pinion type shown in FIG. There is a planetary gear train. FIG. 8 is an alignment chart of the example shown in FIG. The horizontal axis shows the positions of the rotary members M1, M2, M3, M4 allocated corresponding to the set tooth number ratio, and the vertical axis shows the rotation speed ratio (= each rotary member rotation speed / input rotation speed). M1 has a first clutch C1 and rotary member M3 has a second clutch C1.
2 and the third brake B3, the second brake B2 is arranged on the rotating member M4, and the left alignment chart is shown. Rotation speed ratio 0
Means fixed and a rotation speed ratio of 1 means input rotation speed. Similarly, the rotation members M5, M4, M6 are plotted on the horizontal axis.
The rotary member M5 is integrated with the input shaft, the rotary member M6 is provided with the first brake B1, and the collinear diagram on the right side is shown. In FIG. 8, there are six rotating members, and two of the six rotating members are fastened. Rotating members are M1, M2, M3, M4 and M5, M from the left of the figure.
4, M6, the ratio of the length of M1 to M2, the length of M2 to M3, and the length of M3 to M4 is 1: A: B, and M5
If the ratio between the length of M4 to the length of M4 and the length of M4 to M6 is 1: C, the size αi of the first to third planetary gears (first to second from the left side of the gear train in FIG. 7, first to third). = Number of sun gear teeth / number of ring gear teeth) (i = 1, 2, 3) is α1 = C,
It is given by α2 = B ÷ (1 + A) and α3 = A.

The relationship between the gears and the states of the engagement elements and the gear ratio of each gear are shown in the engagement logic table in Table 1 below.

[0004]

[Table 1]

[0005]

Since the overdrive gear ratio is often used for a long time in cruising, quietness is an important performance requirement. However, in the above conventional planetary gear transmission, the rotation speed of the rotating member M1 becomes high. Consider an example of the rotation speed ratio. Let's assume that the value of αi (i = 1, 2, 3) is 0.5 as a general size of a planetary gear. α1 = C = 0.5, α
From 2 = B / (1 + A) = 0.5 and α3 = A = 0.5,
We get A = 0.5, B = 0.75, C = 0.5. At that time, the rotation speed ratio of the rotating member M1 is 7/3 = 2.333.
Becomes In the second planetary gear, the sun gear rotation speed ratio =
2.333, carrier rotation speed ratio = 1, and sun gear rotation speed ratio = 0.333. Such high speed rotation is not preferable in terms of planetary gear noise. In addition, a large absolute speed often leads to power loss and deterioration of durability, which is not preferable.

An object of the present invention is to provide a planetary gear train that prevents the rotation speed from increasing at the time of overdrive.
Above all, to reduce gear noise.

[0007]

Means for Solving the Problems In order to achieve the above-mentioned object, the present invention connects three planetary gears between an input shaft to which power is transmitted and an output shaft, and connects five planetary gears to the planetary gears. ,
A planetary gear transmission, comprising: a plurality of forward gear ratios and a single reverse gear ratio between the input shaft and the output, which are connected to a coupling element whose contact can be selected. In a planetary gear transmission in which six rotating members including an output shaft and seven members that can rotate relative to each other by one fixed member are configured, a sun gear of one planetary gear, a carrier, and one input shaft of a ring gear are Always connected,
One of the remaining two of the planetary gears is the output shaft. In addition, as described in claim 2, the first rotating member is always connected to the input shaft, the second rotating member is always connected to the output shaft, and the third rotating member is connected to one end of the first clutch. The fourth rotating member is connected to the other end of the first clutch and is connected to the third brake and is connected to one end of the second clutch, the fifth rotating member is connected to the second brake, and the sixth rotating member is connected to the third. It may be connected to the brake and the other end of the second clutch may be connected to the input shaft.

Further, as described in claim 3, the first
The rotating member is always connected to the input shaft, the second rotating member is always connected to the output shaft, the third rotating member is connected to one end of the first clutch, and the fourth rotating member is connected to the other end of the first clutch. And a third brake connected to one end of the second clutch, a fifth rotating member connected to the second brake, a sixth rotating member connected to one end of the third clutch, and a second clutch of the third clutch. The other end may be connected to the input shaft.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION

<First Embodiment> FIG. 1 shows a first embodiment of the present invention. First, the configuration will be described. In the diagram on the left side of the conventional alignment chart in FIG. 8, in order to suppress the rotation of the rotating member M1, the left three of the four vertical lines (rotational speed ratio) are the third planetary gears (newly the rotating member m1, (named m2, m3), and the right three are divided into two planetary gears as the second planetary gears (newly named rotation members m2, m4, m5), and the rotation member m1 is always connected to the input. The rotation member m2 as an output and the second planetary gear, the third
It is always connected by a planetary gear, and the rotating member m3 and rotating member m
4 is clutch-engaged, and rotating member m4 is clutch-engaged and brake-engaged with the input. The rotating member m5 is coupled with the brake and also coupled with the first planetary gear.

Further, in the diagram on the right side of the conventional alignment chart of FIG. 8, the first planetary gears (newly rotating members m1, m5, m
The rotary member m6 (named 6) is a brake connection.

As a result, the new alignment chart of FIG. 1 is obtained. With this configuration, the engagement logic is as shown in Table 2 below, and the gear ratio is given in Table 3 below.

[0012]

[Table 2]

[0013]

[Table 3]

Next, a specific structure will be described. Two specific examples will be given as examples of realizing the above-mentioned new alignment chart.
The structure of the first specific example is shown in FIGS. Rotating member m1
Is always connected to the input shaft. The rotating member m2 is composed of a ring gear of the second planetary gear, a carrier of the third planetary gear, and an output shaft. The rotating member m3 is a ring gear of the third planetary gear. The rotating member m4 is a carrier of the second planetary gear. The rotating member m5 includes a carrier of the first planetary gear and a second carrier.
Connect the sun gear of the planetary gear. The rotating member m6 is the first
It is a ring gear of a planetary gear. In this way each rotating member is provided.

The first clutch C1 is a rotary member m.
3 and the rotating member m4. The second clutch C2 is configured to connect the input and the carrier of the second planetary gear. The first brake B1 is connected to the rotating member m6. The second brake B2 is coupled to the rotating member m5. The third brake B3 is coupled to the rotating member m4. The fastening elements are thus connected.

The structure of the second embodiment is shown in FIG. The rotating member m1 is always connected to the input shaft. The rotating member m2 is the second
It is composed of a ring gear of a planetary gear, a carrier of a third planetary gear, and an output shaft. The rotating member m3 is a ring gear of the third planetary gear. The rotating member m4 is a carrier of the second planetary gear. The rotating member m5 connects the ring gear of the first planetary gear and the sun gear of the second planetary gear. Rotating member m
6 is a carrier of the first planetary gear. In this way each rotating member is provided.

The first clutch C1 is a rotary member m.
3 and the rotating member m4. The second clutch C2 is configured to connect the input and the carrier of the second planetary gear. The first brake B1 is a rotating member m
6. The second brake B2 is coupled to the rotating member m5. The third brake B3 is coupled to the rotating member m4. The fastening elements are thus connected.

In the second specific example, the first planetary gear is a double pinion. As a result, even if the values of A and B are the same, α1 becomes a value different from that in the first specific example. This means that when the values of A, B, and C are determined from the target gear ratio, a single pinion and a double pinion can be selected to obtain a realistic α.

Next, the operation of the specific example will be described. With the configuration described above, the rotation speed of the rotating member can be suppressed. As an example of the rotation speed ratio in the case of the overdrive gear ratio, consider the case where the same A, B, and C as above are taken. A = 0.5, B = 0.75 and C = 0.5. In the conventional example, the rotation speed ratio becomes the largest in the rotating member M1, but in this alignment chart, it becomes the rotating member m3. At that time, the rotation speed ratio of the rotating member M1 is 5
/3=1.667. In the third planetary gear, sun gear rotation speed ratio = 1, carrier rotation speed ratio = 1.44
4, the ring gear rotation speed ratio = 1.667. Thus, not only the absolute value of the rotation speed ratio is smaller than that of the conventional example, but also the relative rotation speed between the planetary gear members can be reduced.

<Second Embodiment> First, the configuration will be described. In the diagram on the left side of the conventional alignment chart in FIG. 8, in order to suppress the rotation of the rotating member M1, the left three of the four vertical lines (rotational speed ratio) are the third planetary gears (newly the rotating member m1, m
2 and m3) and the 3 planets on the right side are the 2nd planetary gears (newly named rotating members m1, m2 and m3)
, The rotary member m1 is always connected to the input, the rotary member m2 is output, and the second planetary gear and the third planetary gear are constantly connected, and the rotary member m3 and the rotary member m4 are clutch-engaged. Then, the rotary member m4 is clutch-connected and brake-connected to the input. The rotating member m5 is coupled with the brake and also coupled with the first planetary gear. Further, in the diagram on the right side of the conventional alignment chart of FIG. 2, the rotating member m6 of the first planetary gear (newly named rotating members m6 and m5, fixed) is clutch-engaged. As a result, the new alignment chart of FIG. 5 is obtained.

With this structure, the engagement logic is as shown in Table 4 below, and the gear ratio is given in Table 3.

[0022]

[Table 4]

Next, a specific structure will be described. A third specific example will be given as an example of realizing the above-mentioned new alignment chart.
As shown in FIG. 6, the rotary member m1 is always coupled to the input shaft. The rotating member m2 includes a ring gear of the second planetary gear, a carrier of the third planetary gear, and an output shaft. The rotating member m3 is a ring gear of the third planetary gear. The rotating member m4 is a carrier of the second planetary gear. The rotating member m5 connects the ring gear of the first planetary gear and the sun gear of the second planetary gear. The rotating member m6 is the sun gear of the first planetary gear. In this way each rotating member is provided. Then, the carrier of the first planetary gear is fixed to the case. The first clutch C1 is configured to connect the rotating member m3 and the rotating member m4. The second clutch C2 is configured to connect the input and the carrier of the second planetary gear. The third clutch C3 is connected to the input of the rotating member m6. The second brake B2 is connected to the rotating member m5. The third brake B3 is connected to the rotating member m4.
The fastening elements are thus connected.

Next, the operation will be described. With the configuration described above, the rotation speed of the rotating member can be suppressed. As an example of the rotation speed ratio in the case of the overdrive gear ratio, consider the case where the same A, B, and C as above are taken. A = 0.5, B = 0.75 and C = 0.5.
In the conventional example, the rotation speed ratio becomes the largest in the rotating member M1, but in this alignment chart, it becomes the rotating member m3. At that time, the rotation speed ratio of the rotating member M1 is 5/3 =
It becomes 1.667. In the third planetary gear, the sun gear rotation speed ratio = 1, the carrier rotation speed ratio = 1.444, and the ring gear rotation speed ratio = 1.667. Thus, not only the absolute value of the rotation speed ratio is smaller than that of the conventional example, but also the relative rotation speed between the planetary gear members can be reduced.

The difference from the first embodiment is the right side of FIG. At the time of overdrive, the third clutch C3 is engaged, and accordingly, the rotating member m of the sun gear of the first planetary gear m
6 is the rotation speed ratio = 1, the carrier rotation speed ratio = C / (1+
C) = 0.333 and the ring gear rotation speed ratio = 0.
In the second embodiment as well, similar to the first embodiment, the same result is obtained during overdrive.

[0026]

As described above, according to the present invention, the rotational speed of the rotary member can be suppressed, gear noise can be suppressed, and power loss and durability are also advantageous.

[Brief description of the drawings]

FIG. 1 is a first nomographic chart of a first embodiment of the present invention.

FIG. 2 is a first specific example of the first alignment chart.

FIG. 3 is a detailed explanatory diagram for the first specific example.

FIG. 4 is a second specific example for the first alignment chart.

FIG. 5 is a second nomographic chart of the second embodiment of the present invention.

FIG. 6 is a third specific example which is a specific example of the second alignment chart.

FIG. 7 is a skeleton diagram of the conventional invention.

FIG. 8 is a nomographic chart of a conventional invention.

[Explanation of symbols]

 m1 to m6 rotating member C1 first clutch C2 second clutch B1 first brake B2 second brake B3 third brake

Claims (3)

[Claims] 1. An input shaft, wherein three planetary gears are connected between an input shaft and a power output shaft to which power is transmitted, and five planetary gears are connected with fastening elements capable of selecting disconnection and connection. A planetary gear transmission that achieves a plurality of forward gear ratios and a single reverse gear ratio between output and output, wherein six rotating members including the input shaft and the output shaft and one fixed member are provided to each other. In a planetary gear transmission that comprises seven members that are capable of relative rotation, the sun gear of one planetary gear, the carrier, and one input shaft of the ring gear are always connected, and one of the remaining two of the planetary gears is connected. A planetary gear transmission characterized by being an output shaft. 2. The planetary gear device according to claim 1,
The first rotating member is always connected to the input shaft, the second rotating member is always connected to the output shaft, the third rotating member is connected to one end of the first clutch, and the fourth rotating member is connected to the other end of the first clutch. Connected and connected to a third brake and second
The fifth rotation member is connected to the second brake, the sixth rotation member is connected to the third brake, and the other end of the second clutch is connected to the input shaft. Planetary gear unit. 3. The planetary gear device according to claim 1, wherein:
The first rotating member is always connected to the input shaft, the second rotating member is always connected to the output shaft, the third rotating member is connected to one end of the first clutch, and the fourth rotating member is connected to the other end of the first clutch. Connected and connected to a third brake and second
The fifth rotating member is connected to the second brake, the sixth rotating member is connected to one end of the third clutch, and the other end of the second clutch third clutch is connected to the input shaft. A planetary gear unit characterized by the above.