JPH10299843A - Automatic shifting mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cross ratio at the side of a high speed side by means of a wide gear ratio while both transmission efficiency and compact properties are being kept high at the maximum speed step (fourth forward speed). SOLUTION: In a main automatic shifting mechanism 11, a first ring gear R1 is locked at a first speed step, and rotation transmitted from an input shaft 5 to a second ring gear R2 is decelerated, and is taken out of a carrier CR so as to be outputted out of a gear 6. At a second speed step, a first sun gear S1 is locked, and the rotation of the second ring gear R2 is decelerated so as to be taken out of the carrier CR. At third speed step, a second sun gear S2 is locked, and the rotation of the second ring gear R2 is decelerated so as to be taken out of the carrier CR. At a fourth speed step acting as the maximum forward speed step, the connection of a third sun gear S3 with the input shaft 5, allows a planetary gear unit 3 to be integrally rotated with the input shaft 5 together with an input made to the second ring gear R2, so that its directly connected rotation is thereby outputted to the output gear 5.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission mechanism for use in an automatic transmission mounted on an automobile, and is particularly suitable for use in a horizontal automatic transmission. The present invention relates to a structure of an automatic transmission mechanism used in an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, as shown in, for example, Japanese Patent Publication No. Hei 7-30818, a planetary gear unit having a combination of a simple planetary gear and a double pinion planetary gear is provided, and a carrier of the planetary gear unit is commonly connected to an output unit. The present applicant has devised an automatic transmission mechanism for inputting to the ring gear during forward movement.

[0003] Since the speed change mechanism receives an input from a ring gear having a larger diameter than a sun gear or the like during forward movement, the bending stress at the meshing portion is reduced, and the input allowable torque is increased in response to the recent tendency of large horsepower. Can be set large,
The tooth width can be set relatively small, and in combination with the common carrier, the structure can be made compact in the axial direction. As a result, the FF 4 that actually combines the three-speed main transmission mechanism and the underdrive mechanism is used. It is produced as a high speed automatic transmission.

Further, Japanese Patent Publication No. Hei 7-30818 discloses an embodiment in which a third clutch (C0) is provided between an input shaft and a ring gear of a double pinion planetary gear to achieve a fourth forward speed. Is described. That is, as shown in FIG. 7, a double pinion planetary gear 1 and a simple planetary gear 2 sharing the carrier CR and the sun gear S are provided, and the input shaft 5 is connected to the first clutch C1.
Through the ring gear R2 of the simple planetary gear 2
The double pinion planetary gear 1 is connected to the sun gear S via the second clutch C2 and to the sun gear S via the third clutch C0.
Respectively with the ring gear R1.

[0005] As shown in the operation table of FIG. 8, in the first speed state in the D range, the first (forward) clutch C1 is connected. Then, the rotation of the input shaft 5 is transmitted to the ring gear R2 of the simple planetary gear 2 via the clutch C1, and in this state, the rotation of the ring gear R1 of the double planetary planetary gear 1 is blocked by the second one-way clutch F2. Therefore, the common carrier CR is largely decelerated in the forward direction while the sun gear S is idling in the reverse direction, and the rotation is output to the output member (gear) 6.
Taken out of In the second speed state, the second (second) brake B2 operates in addition to the connection of the first clutch C1. Then, the rotation of the sun gear S is stopped by the operation of the first one-way clutch F1 based on the brake B2. Accordingly, the rotation of the ring R1 from the input shaft 5 rotates the carrier while rotating the ring gear R1 of the double planetary gear 1 in the forward direction. The CR is rotated at a reduced speed in the forward direction, and the rotation is taken out by the output member 6 as the second speed.

In the third speed state, the third clutch C0 is connected in addition to the connection of the first clutch C1. Then, the rotation of the input shaft 5 is transmitted to the ring gear R2 of the single planetary gear 2 via the clutch C1, and at the same time, the ring gear R of the double planetary gear 1 is transmitted via the clutch C0.
1 is transmitted. Accordingly, each element of the planetary gear unit 3 rotates integrally, and the rotation at the same speed as the input shaft 5 is transmitted from the carrier CR to the output member 6. In this case,
The second brake B2 maintains the locked state until the clutch C0 is engaged to prevent the second speed from returning to the first speed state once, and the engagement of the clutch C0 is completed and the planetary unit 3 rotates integrally. In this state, the third one-way clutch F0 rotates synchronously. In the fourth speed state, the first clutch C1 is released and the first brake B is released.
Activate 1. Then, the rotation of the input shaft 5 is controlled by the clutch C0.
Is transmitted to the ring gear R1 of the double planetary gear, and in this state, the sun gear S is stopped, so that the carrier CR rotates at high speed while the simple side ring gear R2 is running at an increased speed, and the high speed rotation is output as overdrive. The member 6 is taken out.

Further, in the reverse (R) range, the second clutch C2 and the third (first reverse) brake B3 operate. Then, the rotation of the input shaft 5 is controlled by the clutch C
2 is transmitted to the sun gear S, and in this state, the ring gear R1 of the double planetary gear 1 is fixed, so that the carrier CR also reverses while rotating the ring gear R2 of the single planetary gear 2 in reverse, and the reverse rotation of the carrier causes the output shaft to rotate. It is taken out to 6.

Conventionally, there has been proposed an automatic transmission in which the above-described four-speed automatic transmission mechanism and an underdrive mechanism arranged on a counter shaft are combined to enable a multi-speed transmission such as a fifth speed.

[0009]

In recent years, it has been desired to provide an automatic transmission with multiple stages from the viewpoints of fuel efficiency and power performance. In order to achieve multiple stages, a wide gear ratio and a high speed gear are required. It is preferable that the ratio is small (the step ratio is small), and it is necessary to suppress the increase in size due to the increase in the number of stages in terms of the mounting performance on the automobile.

Further, in the automatic transmission mechanism, it is preferable that the most frequently used highest gear is in a direct connection state with high transmission efficiency. Overdrive).

When considering a multi-stage transmission mechanism in which the highest speed stage is directly connected based on the compact automatic transmission mechanism described above, it is necessary to reduce the gear ratio at the low speed stage side. In the first gear, double pinion planetary gear 1 is used for rR1 and rR2.
And ring gears R1 and R2 of simple planetary gear 2
Since the diameter (number of teeth) is determined by (rR1 / rR2) +1, it is necessary to increase the diameter rR1 or reduce the diameter rR2.

When the ring gear diameter rR1 of the double pinion planetary gear 1 is increased, the outer diameter of the planetary gear unit 3 is increased, which is disadvantageous in terms of compactness. Further, the ring gear diameter r of the simple pinion planetary gear 2 is disadvantageous.
When R2 is reduced, the gear ratio of the second speed stage (rS2 / rR
2) (rS2; the diameter of the sun gear of the simple planetary gear) is increased, and the cross ratio cannot be obtained on the high speed side.

Accordingly, the present invention provides an automatic transmission mechanism capable of obtaining a wide gear ratio and a cross ratio at a high speed while maintaining high transmission efficiency and compactness at the highest speed. It is the purpose.

[0014]

According to the present invention, an input member (5) to which power from an engine is transmitted.
And an output member (6) for transmitting power to wheels, and a planetary gear unit (3) for outputting rotation from the input member to the output member via different transmission paths (3). In 11), the planetary gear unit includes a first ring gear (R1) and the first ring gear (R1).
A first pinion (P1) that meshes with the ring gear, and a second pinion (P2) that meshes with the first pinion.
A first sun gear (S1) meshing with the second pinion;
A third pinion (P3) that rotates integrally with the second pinion; a second ring gear (R2) and a second sun gear (S2) that mesh with the third pinion; And a carrier (CR) that supports the second and third pinions and is connected to the output member (6). The second pinion (P2) is connected to the third pinion (P
3) The rotation of the input member (5) is transmitted to the second ring gear (R2) while the first member is configured to have a smaller diameter.
By appropriately locking the ring gear (R1), the first sun gear (S1), and the second sun gear (S2), a plurality of forward gears in a decelerating state are achieved, and the rotation of the input member is reduced. The automatic transmission mechanism transmits the gear to a second ring gear and rotates the planetary gear unit (3) integrally with the input member to achieve the highest speed.

According to a second aspect of the present invention, the planetary gear unit (3) includes a fourth pinion (P4) integrally rotating with the second and third pinions (P2, P3).
And a third sun gear (S) meshing with the fourth pinion.
3), the fourth pinion (P4) has a smaller diameter than the third pinion (P3), and the rotation of the input member (5) is applied to the second ring gear (R2). The transmission is transmitted to the third sun gear (S3) to achieve the highest speed, the rotation of the input member is transmitted to the third sun gear (S3), and the first ring gear (R1) is transmitted. The automatic transmission mechanism according to claim 1, wherein the reverse gear is attained by locking the reverse gear.

According to a third aspect of the present invention, a first hollow shaft (30) connected to the first sun gear (S1) is connected to a second hollow shaft (30) connected to the second sun gear (S2). 3
A hydraulic servo (3) for a brake (B2) that is rotatably fitted on the outer periphery of (1) and locks the first sun gear (S1).
3) The brake according to claim 1 or 2, wherein 3) is disposed on a wall surface of a transmission case (20a) on an outer peripheral side of a hydraulic servo (32) for a brake (B1) which is locked to the second sun gear (S2). It is in the automatic transmission mechanism.

According to a fourth aspect of the present invention, the automatic transmission mechanism (11) is configured to set the highest speed shift stage consisting of the direct connection rotation to four.
Achieving four forward speeds as gears, and furthermore, the automatic transmission mechanism
Underdrive mechanism (1) consisting of a speed reduction stage and a direct connection stage
3) Combining 3) to achieve 5 forward speeds and 1 reverse speed, and wherein the underdrive mechanism is switched from a reduction step to a direct connection step at a low speed (for example, a second speed) of the automatic transmission mechanism. An automatic transmission (A) including the automatic transmission mechanism according to any one of (1) to (3).

[Operation] Based on the above configuration, in the first gear, the first ring gear (R1) is locked, and the rotation transmitted from the input member (5) to the second ring gear (R2) is transmitted. Is decelerated, taken out of the carrier (CR), and outputted from the output member (6). In the second speed, the first sun gear (S1) is locked, and the rotation of the second ring gear (R2) is reduced and taken out of the carrier (CR).
In the third speed, the second sun gear (S2) is locked, and the rotation of the second ring gear (R2) is reduced and taken out of the carrier (CR). At this time, since the first and second sun gears (S1, S2) are locked, different gears are obtained due to the difference in the diameter (number of teeth) of the second and third pinions (P2, P3) meshing with them. In the first gear, the ratio between the first and second ring gear diameters (rR1
/ RR2) to the ratio of the third and second pinion diameters (rP3 /
rP2) and the diameter of the second pinion (P2) is smaller than that of the third pinion (P3), so that a large reduction ratio can be obtained, and the ratio of the diameter of the second sun gear and the second ring gear (rS2 / RR2) does not increase the reduction ratio of the third speed.

In the fourth speed, which is the highest speed, by connecting the third sun gear (S3) to the input member (5), for example, the input member (R) to the second ring gear (R2) is connected. Together with the input from 5), the planetary gear unit (3) rotates integrally with the input member (5), and the direct rotation is output to the output member (5) via the carrier (CR).

The reference numerals in parentheses are for comparison with the drawings, but do not limit the configuration of the present invention.

[0021]

According to the first aspect of the present invention, the first and second sun gears meshing with the second and third pinions having different diameters are appropriately locked, so that the speed can be increased. The first gear is obtained by multiplying the diameter ratio of the second and third pinions by the diameter ratio of the first and second ring gears, so that the second ring gear has a small diameter or the first ring gear has a large diameter. A large gear ratio can be obtained without
Further, the gear ratio of the third speed stage and the like does not increase, and the highest speed stage is made up of direct rotation. Together with these, a wide gear ratio and a high speed stage side are maintained while maintaining high transmission efficiency and compactness. Cross ratio can be obtained.

According to the second aspect of the present invention, by connecting the third sun gear to the input member, a reliable direct rotation can be obtained, and the engagement of the first ring gear and the third sun gear can be prevented. The gear ratio of the reverse gear obtained by the input of “(rR1 / rS3) * (rP4 / rP2) −1”
At this time, since the diameter of the fourth pinion (rP4) and the diameter of the second pinion (rP2) are both smaller than the diameter of the third pinion (rP3), (rP4 / rP
2) is not so large, and the diameter (rS3) of the third sun gear meshing with the small-diameter fourth pinion (P4) becomes relatively large, so that (rR1 / rS3) also becomes small. Gear ratio "(rR1 / rS2) * (rP3 / rP2)-" obtained by inputting to the second sun gear (S2) and locking the first ring gear.
The gear ratio does not become large as in the case of “1”, and it is possible to set an optimal reverse gear ratio as a whole.

According to the third aspect of the present invention, the automatic transmission mechanism is connected to the first and second sun gears when the shift speed is reduced, for example, from the fourth forward speed to the third forward speed.
It is sufficient if one hollow shaft is used in common, and it is possible to easily change the gear stage, and as in the prior art (first embodiment)
1) When the one-way clutch (F1) and the brake (B1) for the engine brake are added, the hydraulic servo which becomes unnecessary due to the above-mentioned common use can be diverted as the hydraulic servo for the engine brake. It is possible to easily provide automatic transmission mechanisms having different shift speeds without any change.

According to the fourth aspect of the present invention, by combining with an underdrive mechanism, it is possible to use the same case as that of the currently-produced automatic transmission. The fifth speed and the first reverse speed can be obtained, and the speed ratio consisting of a relatively large gear ratio step from the reduction speed stage to the direct connection stage of the underdrive mechanism is performed at the lower speed stage of the automatic transmission mechanism, and the high speed stage is a cross ratio. A fifth forward automatic transmission including the optimal gear ratio steps can be obtained.

[0025]

1 and 2 show an automatic transmission A according to an embodiment of the present invention. FIG. 1 is a skeleton diagram.
FIG. 2 is a sectional view. The automatic transmission A is aligned with the torque converter 4 and the main automatic transmission mechanism 11 aligned with the engine output shaft 10, the underdrive (U / D) mechanism 13 arranged on the counter shaft 12, and the left and right axles 15l and 15r. A differential device 16 is provided, which is housed in a housing 19, a transmission case 20, and a rear cover 21 which are integrally connected. Further, the valve body 22 is integrally fixed to the case 20 and disposed.

The torque converter 4 includes an engine output shaft 1
0, the pump impeller 23 connected to the main transmission mechanism 1
1 includes a turbine runner 24 and a stator 25 connected to the input shaft 5, and a lock-up clutch 26. The rotation of the engine output shaft 10 is controlled by an oil flow or by a mechanical connection by the lock-up clutch 26. The signal is transmitted to the input shaft 5.

In the main automatic transmission mechanism 11, a brake unit 29, an output unit 28, a planetary gear unit 3 and a clutch unit 60 are arranged in this order from the oil pump 27 adjacent to the torque converter toward the rear end in the axial direction.
The planetary gear unit 3 has a simple planetary gear 2 and a double pinion planetary gear 1, and the double pinion planetary gear 1 has a first sun gear S1,
The second pinion P2 meshing with the second ring gear R1, the sun gear S1, and the first gear meshing with the ring gear R1
And the simple planetary gear 2 includes a second sun gear S2, a second ring gear R2, and a carrier CR that supports a third pinion P3 meshing with these gears. And a third sun gear S3 and a pinion P4 that meshes with the third sun gear S3. The carrier CR supporting each of the pinions P1, P2, P3, P4 is made of a common material, the second pinion P2 is made smaller in diameter than the third pinion P3 (rP3> rP2), and the third The fourth pinion has a smaller diameter than the pinion (r
P3> rP4), and the second pinion has a slightly smaller diameter than the fourth pinion (rP4> rP2). A second hollow shaft 31 connected to the second sun gear S2 is rotatably fitted on the outer periphery of the input shaft 5, and the first hollow shaft 30 connected to the first sun gear S1. Are rotatably fitted on the outer periphery of the second hollow shaft 31.

In the brake section 29, a first brake B1 and a second brake B2 are provided from the inner diameter side to the outer diameter direction, and the oil pump 27 is provided at a position adjacent to each brake. Hydraulic servos 32 and 33 formed on the wall surface of a pump case (transmission case) 20a integrally connected are arranged in parallel in the radial direction. That is, case 2
The first hydraulic servo 32 for the brake B1 is disposed on the inner diameter side of the wall surface of the first cylinder B.
The hydraulic servo 33 for the brake B2 is disposed. The first brake B1 is interposed between the flange at the tip of the second hollow shaft 31 and the flange extending from the pump case 20a, and the second brake B2 is at the tip of the first hollow shaft 30. And a flange portion from the pump case 20a.

On the other hand, the output unit 28 is
The counter drive gear 6 supported by the bearing 34 on the partition wall 20b formed in the
Are connected to the carrier CR via splines. Further, the outer race portion of the bearing 34 is separated from the partition 20b.
And a second portion between the extended portion and a connecting portion integrally connected to the ring gear R1 of the double pinion planetary gear.
The one-way clutch F2 is interposed. A third brake B3 is interposed between the outer periphery of the ring gear R1 and the transmission case 20, and a hydraulic servo 35 is disposed on one side wall of the partition, and the piston of the hydraulic servo 35 has a comb-like shape. To the third brake B
3 and a return spring is disposed at the comb tooth portion.

The clutch section 60 has a first (forward) clutch C1 and a second (direct) clutch C2, and is located at the tip of the main automatic transmission mechanism 11 to form a transaxle rear cover. It is stored in 21 parts. Further, a flange 5a is integrally connected to the tip of the input shaft 5 by being fitted to a boss 21a formed on the cover 21, and a movable member 36 is fitted to the flange. Further, a piston member 37 is fitted to the movable member. The movable member 36
Constitutes an oil chamber between the flange portion and the inner diameter portion, and the outer diameter portion is connected to the flange portion so as to prevent only relative rotation, and is opposed to the forward clutch C1 at a small interval. And constitutes a hydraulic servo for a forward clutch. On the other hand, the piston 37
An oil chamber is formed between the movable member 36 and the oil chamber, and the oil chamber is in contact with the direct clutch C2 on the opposite surface, thereby forming a hydraulic servo for the direct clutch. Further, a spring 39 is contracted between the piston member 37 and the ring fixed to the input shaft 5, and the spring 39 constitutes a return spring common to the piston members 36 and 37 of both hydraulic servos. ing. The forward clutch C1 is interposed between the outer periphery of the flange portion and the outer periphery of the flange portion connected to the (second) ring gear R2 of the simple planetary gear.
Is interposed between the inner periphery of the movable member 36 and the flange portion connected to the third sun gear S3.

The underdrive (U / D) mechanism 13
It has one simple planetary gear 40, and a carrier CR4 that supports a pinion P5 of the gear is formed integrally with the counter shaft 12. The counter shaft 12 is supported on both sides of the cases 20 and 19 via bearings. A counter driven gear 41 is rotatably supported on the counter shaft 12 via bearings 42, and an output gear 43 is supported on the counter shaft 12. They are connected together. The ring gear R4 of the simple planetary gear 40
Is integrally connected to the counter driven gear 41, and the sun gear S4 is rotatably supported by the counter shaft 12 and is connected to a cup-shaped drum member 45.

The drum member 45 has an outer periphery (a fourth
) And a clutch hub 4 extending from the inner periphery and the carrier CR4.
6, a third clutch C3 is arranged. Further, a hydraulic servo 47 constituted by a piston fitted with the drum member as a cylinder is disposed adjacent to the clutch. In addition, a third one-way clutch F3 is interposed between the collar portion of the drum member 45 and the case.

The differential device 16 includes a case 2
A differential case (carrier) 50 rotatably supported by bearings 0 and 19 via bearings is provided. A gear 51 meshing with the output gear 43 is fixed to the case 50. Further, a shaft 52 is provided in the differential case in a direction perpendicular to the axle, and a bevel gear 53 is rotatably supported on the shaft. Further, left and right side gears 55 and 56 composed of bevel gears meshing with the bevel gears are rotatably supported by the differential case, and the left and right front axles 15l and 1 are respectively supported by these side gears.
5r are connected.

Next, the operation of the automatic transmission A will be described with reference to the operation table of FIG. 3 and the speed diagram of FIG.

The automatic transmission shown in FIG. 2 partially changes the gear trains of the above-described four-speed automatic transmission currently being manufactured and the main transmission mechanism, but includes a brake unit, an output unit, a planetary gear unit, and a clutch. The arrangement of the parts is the same, and the axle case 19, the transmission case 20, and the rear cover 21 can be the same as the existing ones, and can be accommodated in the same dimensions.

In the first speed (1st) state, in the main automatic transmission mechanism 11, the forward clutch C1 is connected, and the second one-way clutch F2 is operated to hold the ring gear R1 of the double pinion planetary gear in a stopped state. . In this state, the rotation of the input shaft 5 is transmitted to the ring gear R2 of the simple planetary gear via the forward clutch C1, and the ring gear R1 of the double pinion planetary gear is in the stopped state.
Carrier CR while idling 1, S2 and S3 in the opposite direction
Is greatly reduced in the forward direction, and the reduced rotation is taken out of the counter drive gear 6.

In the underdrive (U / D) mechanism, the fourth brake B4 and the third one-way clutch F3 operate to keep the sun gear S4 stopped. Therefore, the rotation transmitted from the counter driven gear 41 meshing with the counter drive gear 6 to the ring gear R4 is reduced by the simple planetary gear 40, taken out by the carrier CR4, and output from the output gear 43,
The power is transmitted to the differential device 16 via the gear 51 and transmitted to the left and right axles 15l and 15r.

That is, as shown in the speed diagram (FIG. 4), in the main transmission mechanism, the rotation (1) of the ring gear R2 is reduced from the carrier CR by each gear ratio by the stop (0) of the ring gear R1 and taken out. Further, in the underdrive mechanism, the reduced rotation of the ring gear R4 is reduced by the stop (0) of the sun gear S4, and is taken out of the carrier CR4 as the first speed (1st) rotation.

At this time, as shown in FIG. 5, assuming that the symbol of each gear is preceded by r and the diameter (number of teeth) of the gear is, the gear ratio A of the main transmission mechanism is (rR1 / rR2). * (RP3 /
rP2) +1, and the gear ratio B of the underdrive mechanism is (rS4 / rR4) +1. Specifically, as shown in FIG. 6, the gear ratio is 2.806 for the main transmission mechanism (MAIN), and Drive mechanism (U / D)
508, which is 4.321 for the entire transmission (TOTAL). Accordingly, in the first speed change mechanism, in the first speed, the gear ratio (rR1 / rR2) of the ring gear is multiplied by the gear ratio (rP3 / rP2) of the third and second pinions, and the second pinion P2 is Since the diameter is smaller than that of the third pinion P3, a large reduction ratio that achieves a wide gear ratio corresponding to the fifth speed can be obtained without increasing the gear ratio of the first and second ring gears.

In the second speed (2nd) state, in addition to the forward clutch C1, the second brake B2 operates, and the second one-way clutch F2 becomes free. In this state, the sun gear S1 of the double pinion planetary gear
Is stopped by the second brake B2, so that the input shaft 5
The rotation of the ring gear R2 of the simple planetary gear transmitted through the forward clutch C1 causes the carrier CR to decelerate and rotate in the forward direction while idling the ring gear R1 of the double pinion planetary gear and the second and third sun gears S2 and S3. The reduced rotation is taken out of the counter gear 6.

The underdrive mechanism 13 remains in the above-described deceleration state, and reduces the speed of rotation of the ring gear R4 and transmits the rotation to the carrier CR4.

That is, in the velocity diagram (FIG. 4), the rotation (1) of the ring gear R2 is reduced to a predetermined gear ratio by the stop (0) of the sun gear S1 and is output to the carrier CR. The rotation is transmitted to R4, and when the sun gear S4 stops (0), the second speed (2nd) rotation is extracted from the carrier CR4 (2nd).

At this time, the gear ratio A of the main transmission mechanism is (rS
1 / rR2) * (rP3 / rP2) +1, and the gear ratio B of the underdrive mechanism is (rS4 / rR4) +1
(FIG. 5). Specifically, the gear ratio is 1.731 for the main transmission mechanism, 1.508 for the underdrive mechanism, and 2.611 for the entire transmission (FIG. 6).

In the third speed (3rd) state, the main transmission mechanism remains in the above-described second speed state, and the underdrive mechanism 1
3, the fourth brake B4 and the third one-way clutch F3 are released and the third clutch C3 is engaged. In this state, the rotation of the ring gear R4 transmitted from the main transmission mechanism via the gears 6 and 41 with the simple planetary gears 40 integrated with the carrier C
Output to R4. At this time, the third one-way clutch F3 functions by releasing the fourth brake B4 prior to the connection of the third clutch C3, and the clutch re-engagement timing is accurately maintained.

That is, in the velocity diagram (FIG. 4), the main transmission mechanism outputs the reduced rotation accompanying the stop (0) of the sun gear S1 from the carrier CR, and the underdrive mechanism transmits the output rotation of the ring gear R4 to which the output rotation is transmitted. The rotation is taken out of the carrier CR4 as it is (3rd).

At this time, the gear ratio A of the main transmission mechanism is the same as that of the above-described second speed, and is (rS1 / rR2) * (rP3
/ RP2) +1, and the gear ratio B of the underdrive mechanism is 1 (FIG. 5). Specifically, the gear ratio is 1.731 for the main transmission mechanism and 1.00 for the underdrive mechanism.
0, which is 1.731 for the entire transmission (FIG. 6). The underdrive mechanism has a relatively large gear ratio step when shifting from the reduction gear to the direct coupling gear.
Since the above-mentioned shift is performed at the time of the first gear, a wide gear ratio as a five-speed automatic transmission can be obtained, and a cross ratio at the higher gear can be achieved.

In the fourth speed (4th) state, the main transmission mechanism 11
The forward clutch C1 is engaged and the second
Is released and the first brake B1 is engaged. In this state, the rotation transmitted from the input shaft 5 to the ring gear R2 of the simple planetary gear is transmitted to the first ring gear R1, the first and third sun gears S2 by the sun gear S2 stopped by the first brake B1.
1, the carrier CR is decelerated and rotated while idling at S3, and the rotation is taken out from the counter drive gear 6. Also,
The underdrive mechanism 13 is maintained in the above-described direct connection state.

That is, in the velocity diagram (FIG. 4), the rotation (1) of the ring gear R2 is reduced at a predetermined gear ratio by stopping the sun gear S2 and output to the carrier CR, and the rotation is transmitted to the ring gear R4. Carrier C as it is
The signal is output from R4, and the rotation becomes the fourth speed (4th).

At this time, the gear ratio A of the main transmission mechanism is (rS
2 / rR2) +1, and the gear ratio B of the underdrive mechanism is 1 (FIG. 5). Specifically, the gear ratio is 1.313 for the main transmission mechanism, 1 for the underdrive mechanism, and 1 for the entire transmission. .313 (FIG. 6). The second speed and the third speed of the main transmission mechanism are performed by switching the engagement of the first and third sun gears S2 and S3, and the second pinion P2 and the third pinion P3 mesh with these sun gears, respectively.
The gears are different depending on the diameter of the main transmission mechanism 11.
Can achieve 4th speed in a compact configuration.

In the fifth speed (5th) state, the main transmission mechanism 11
In addition to the forward clutch C1, the direct clutch C2 is also engaged. In this state, the rotation of the input shaft 5 is transmitted to the third sun gear S3 together with the second ring gear R2, and the single and double pinion planetary gears 1,
The gear unit 3 is integrally rotated, and the direct rotation is transmitted to the counter drive gear 6. Further, the underdrive mechanism 13 remains in the directly connected state described above,
The rotation of the counter driven gear 41 keeps the output gear 4
Output to 3.

That is, in the velocity diagram (FIG. 4), the rotation (1) of the ring gear R2, together with the rotation (1) of the sun gear S3, causes the planetary gear unit 3 to rotate integrally, and the rotation is transmitted to the ring gear R4. When the power is transmitted, the planetary gears 40 rotate integrally and output from the carrier CR4.

Therefore, the gear ratio A of the main transmission mechanism is 1, and the gear ratio B of the underdrive mechanism is also 1.
The gear ratio of the entire transmission also becomes 1 (FIGS. 5 and 6).
The fifth speed state is the highest speed stage and normally this speed stage during steady running, and the use time is extremely long as compared with other speed stages. Also, the main automatic transmission mechanism 11 is also in a directly connected state, and the engine rotation can be transmitted to the wheels with high transmission efficiency.

In the reverse (Rev) state, the direct clutch C2 and the third brake B3 are engaged. In this state, the rotation of the input shaft 5 is transmitted to the third sun gear S3 via the direct clutch C2, and the first ring gear R1 is stopped by the third brake B3. While idling in the reverse direction, the carrier CR also reverses, and the reverse rotation is taken out of the counter gear 6. In the underdrive mechanism, when the fourth brake B4 is locked, the sun gear S4 stops, and the rotation of the ring gear R4 is reduced and output from the carrier CR4.

That is, in the velocity diagram (FIG. 4), the rotation (1) of the sun gear S3 is reversed at a predetermined gear ratio by the stop (0) of the ring gear R1 and output to the carrier CR.
Further, the rotation is transmitted to the ring gear R4, and the sun gear S4
Is decelerated by the stop of the motor and output from the carrier CR4.

At this time, the gear ratio A of the main transmission mechanism is (rR
1 / rS3) * (rP4 / rP2) -1 and the gear ratio B of the underdrive mechanism is (rS4 / rR4)
+1 (FIG. 5). Specifically, the gear ratio was 2.049 for the main transmission mechanism, 1.508 for the underdrive mechanism,
3.090 for the entire transmission (FIG. 6). Note that the reverse gear can also be obtained by inputting the rotation of the input shaft 5 to the second sun gear S2 and locking the first ring gear R1, but in this case, the gear ratio is (rR1 / rS
2) * (rP3 / rP2) -1 and rP3 / rP2
The reverse gear ratio becomes too large by the amount decelerated,
By inputting to the third sun gear S3 as described above, the above (rR1 / rS3) * (rP4 / rP2) -1
, The fourth and second pinion diameters rP4 and rP2
Are smaller than the third pinion diameter rP3, (rP4 / rP2) is not so large, and the third sun gear S meshing with the small diameter fourth pinion P4
Since the diameter of No. 3 is relatively large, (rR1 / rS3) is also small, and a reverse gear with a small gear ratio can be achieved as a whole.

In order to operate the engine brake,
In FIG. 3, the triangular mark is in the operating state. That is, at the first speed, the third brake B3 is engaged, and the ring gear R1 of the double pinion planetary gear, which runs idle in the second one-way clutch F2, is held in a stopped state.

In the vehicle stopped (N / C) state, the second brake is locked in the main transmission mechanism 11, preferably with a low torque capacity capable of preventing the vehicle from retreating on a hill, and is forward-locked. The clutch C1 is engaged in a torque state immediately before the drag torque is generated. As a result, the vehicle is prevented from retreating on a sloping road, the creep phenomenon associated with the engagement of the forward clutch C1 is prevented, and the forward clutch C1 is controlled based on the start signal.
Immediately increase the torque capacity of the vehicle and start quickly.

Note that the planetary gear unit does not need to include the third sun gear S3 unless the above-described appropriate gear ratio for reverse travel is taken into account. In this case, a direct clutch C2 is interposed between the input shaft 5 and the second sun gear S2, and rotation is input to the sun gear S2 during reverse travel.

The sub-transmission mechanism is not limited to the above-described underdrive mechanism, but may employ another transmission gear mechanism. In this case, for example, a six-speed automatic transmission mechanism is combined with a three-speed automatic transmission mechanism of a Simpson type. It may be a machine.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an automatic transmission using an automatic transmission mechanism according to the present invention.

FIG. 2 is a sectional view thereof.

FIG. 3 is a diagram showing the operation.

FIG. 4 is a velocity diagram.

FIG. 5 is a diagram showing calculation of the gear ratio.

FIG. 6 is a diagram showing gear ratios at each shift speed according to the embodiment.

FIG. 7 is a schematic diagram showing an automatic transmission mechanism according to a conventional technique.

FIG. 8 is a diagram showing the operation.

[Explanation of symbols]

 Reference Signs List 1 double planetary gear 2 simple planetary gear 3 planetary gear unit 5 input member (input shaft) 6 output member (counter drive gear) 11 automatic (main) transmission mechanism 13 underdrive transmission mechanism 20a transmission case 30 first hollow shaft 31 second Hollow shaft 32 Hydraulic servo 33 Hydraulic servo B1 First locking means (first brake) B2 First locking means (second brake) B3 Second locking means (third brake) C1 First (Forward) clutch C2 second (direct) clutch F2 second locking means (second one-way clutch) S1 first sun gear S2 second sun gear R1 first ring gear R2 second ring gear CR carrier P1 First pinion P2 Second pinion P3 Third pinion P4 Fourth pinion

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Masaaki Nishida 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Shingo Uozumi 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Aisin・ AW Co., Ltd.

Claims (4)

[Claims] An input member to which power from an engine is transmitted; an output member to transmit power to wheels; and a planetary gear unit to output rotation from the input member to the output member via different transmission paths. An automatic transmission mechanism comprising: a planetary gear unit comprising: a first ring gear;
A first pinion that meshes with the first ring gear, a second pinion that meshes with the first pinion, a first sun gear that meshes with the second pinion, and an integral rotation with the second pinion A third pinion, a second ring gear and a second sun gear that mesh with the third pinion, and a carrier that supports the first, second, and third pinions and is connected to the output member. The second pinion is configured to have a smaller diameter than the third pinion, and transmits the rotation of the input member to the second ring gear and the first ring gear, the first sun gear, and the second pinion. A plurality of forward gears in a decelerated state are achieved by appropriately locking the second sun gear, and the rotation of the input member is transmitted to the second ring gear, and the planetary gear unit is Automatic transmission mechanism to rotate the force member integrally to achieve the fastest gear position, it is characterized. 2. The planetary gear unit further includes: a fourth pinion that rotates integrally with the second and third pinions; and a third sun gear that meshes with the fourth pinion. The pinion having a smaller diameter than the third pinion, transmitting the rotation of the input member to the second ring gear and transmitting the rotation to the third sun gear to achieve the highest speed shift stage, The automatic transmission mechanism according to claim 1, wherein the reverse gear is achieved by transmitting rotation of the member to the third sun gear and locking the first ring gear. 3. A first hollow shaft connected to the first sun gear is rotatably fitted on an outer periphery of a second hollow shaft connected to the second sun gear, and the first sun gear is engaged. 3. The automatic transmission mechanism according to claim 1, wherein the brake hydraulic servo to be stopped is disposed on a transmission case wall surface on an outer peripheral side of the brake hydraulic servo to be locked to the second sun gear. 4. The automatic transmission mechanism achieves a fourth forward speed with a highest speed stage including the direct connection rotation as a fourth speed stage. The automatic transmission mechanism further includes an underdrive including a speed reduction stage and a direct connection stage. 4. A combination of mechanisms to achieve five forward speeds and one reverse speed, and wherein the underdrive mechanism is switched from a reduction gear to a direct connection in a low gear of the automatic transmission mechanism. Automatic transmission equipped with an automatic transmission mechanism.