JPH10299844A - Gear transmission for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear transmission for an automatic transmission, which is high in cost competition, reduces shift shock with ease, easy to control shifting, excellent in power performance and vehicle loading properties, and simple in constitution. SOLUTION: This device is provided with three sets of single pinion type epicyclic gears G1, G2 and G3, a first clutch C1 to be selectively engaged with a first sun gear S1 and a first carrier P1, a first brake B1 selectively suspending the rotation of the first sun gear S1, a second clutch C2 to be selectively engaged with the first carrier P1 and a second ring gear R2, a first connection member M1 integrally connecting a second carrier P2 with a third ring gear R3, a third clutch C3 to be selectively engaged with the first connection member M1 and a first ring gear R1, a second brake B2 selectively suspending the rotation of the first connection member M1, a third brake B3 integrally connecting a second sun gear S2 with a third sun gear S3, and selectively suspending the rotation of these gears, an input shaft IN connected with the first ring gear R1 at all times, and with an output shaft OUT connected with a third carrier at all times.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a gear transmission for an automatic transmission having three sets of single pinion type planetary gears with ring gear input and five forward speeds having few necessary fastening elements.

[0002]

2. Description of the Related Art Conventionally, as a gear transmission for an automatic transmission, which has three sets of single pinion type planetary gears with ring gear input and a small number of necessary fastening elements, and is capable of five forward speeds by means of a shift control rule without double change. For example, those described in Japanese Patent Application Laid-Open No. 7-4478 are known.

In this publication, as shown in a skeleton diagram of FIG. 8, three sets of single pinion type planetary gears G1, G2, G3 by ring gear input and two disconnecting / connecting clutches (first clutch C1, first clutch C1). Two clutches C2), one lock clutch (third clutch C3) and three brakes B
9 and a total of six necessary fastening elements with B1, B2 and B3.
As shown in the fastening operation table, a technique for obtaining five forward speeds and one reverse speed by a shift control law without double change is disclosed.

Further, in this conventional device, in order to set the engagement / disengagement timing, which is difficult with the hydraulic control of the brakes and clutches at the time of shifting, to the complete timing (timing without interlock or engine blow-up), 1-2 shifting and 2 shifting are performed.
-3 shift and a one-way clutch shift (hereinafter referred to as OWC shift) are employed, and the first shift is performed in parallel with the second clutch C2.
A one-way clutch F1 is provided, and a second one-way clutch F2 is provided in parallel with the second brake B2.

[0005]

In the above-mentioned conventional apparatus, the minimum required number of shift elements, excluding the one-way clutch provided for simplifying the shift control, is six.

[0006] The reason why the comparison is made with the minimum necessary number of shift elements excluding the one-way clutch is that engagement and release of the clutch and brake are controlled by, for example, real-time feedback control of oil pressure by a PWM signal drive solenoid. , The one-way clutch has been abolished in some parts and has been commercialized,
Because these controls are extremely complicated, computer memory must be increased or a speed sensor needs to be added as in the case of control. It is not always cost-effective to abolish the one-way clutch and use control instead. It is.

[0007] In other words, these include matters in a range that can be selected depending on the profit and loss, and it is not meaningful to simply compare the two and discuss whether there are many. In other words, the one-way clutch was removed so that the two could be compared for better skeleton creative evaluation.

By the way, when planning and studying the development of a competitive transmission, besides the fact that the gear ratio is close to the target value, (a) the price is low (in short, the manufacturing cost is low); The requirements such as light (c) good vehicle mountability (essentially small size) are particularly important.

To achieve this, roughly, 1) reduce the number of transmission elements.

The reason is that if the number of elements decreases, the number of parts decreases,
It depends on small size, light weight and low cost.

2) The double pinion planetary gear is changed to a simple planetary gear.

The reason is that the double pinion planetary gear has a large number of parts, is complicated, and has a high manufacturing cost, as compared with a simple planetary gear.

3) To reduce the number of power transmission path layers passing inside the sun gear and outside the ring gear.

The reason is that the structure in which the sun gear has a multi-layer structure on the inner side to transmit power requires a hollow shaft part. Hollow shaft parts are not only difficult to machine, but also increase the number of parts. Further, since the hollow shaft is inferior in strength to the solid shaft, the hollow shaft becomes thick because it is necessary to secure a certain thickness, and as a result, the planetary gear becomes unnecessarily large. Similarly, the structure in which the power transmission path is arranged outside the ring gear is problematic in terms of both weight and dimensions.

4) If the input member is always connected to the ring gear and the power is input, the driving load of the gear can be smaller than when the power is input to the carrier. As a result, the ring gear input is preferable because the outer diameter of the sun gear can be reduced and the outer diameter of the entire planet gear can be reduced.

And so on.

In particular, if the total number of clutches and brakes can be reduced, the number of transmission elements will be reduced. If the number of parts is reduced, the cost is reduced, the weight is reduced, and it is natural that the size is reduced. However, the effect is great because the control elements are reduced and the control is simplified.

Looking at the conventional apparatus from these viewpoints, a conventional apparatus that realizes five forward speeds with a minimum required number of elements of six is recognized as a minimum level in a known skeleton that has a practically secured gear ratio. I have.

Also, in an actual layout in which a one-way clutch and the like for simplicity of shift control are arranged, it is determined that eight elements are the top level of the current competitive market price of the same class.

Further, it is a preferable point that the input is a ring gear input.

However, the following points are matters to be improved.

Since the power transmission path passes through one layer outside the ring gear of two of the three planetary gears, if this can be reduced,
Being smaller and lighter.

The sun gear of the second planetary gear and the sun gear of the third planetary gear are selectively connected by a clutch and a one-way clutch. If the skeleton can be connected at all times, the sun gear of the second planetary gear and the third planetary gear can be replaced by a single common sun gear, and the number of parts can be reduced, that is, the cost can be reduced and the size can be further reduced. Is big.

If the minimum required number of shift elements can be reduced, as described above, the effect will be even greater.

The output shaft, which is an output member, needs to transmit a large torque by the gear ratio at the first to third speeds and the reverse speed with respect to the input torque, and the shaft diameter is increased from the viewpoint of strength. .

For this reason, when the output shaft passes through the inside of the sun gear, the sun gear located outside the shaft has an unnecessarily large diameter as compared with a solid sun gear whose power transmission path does not pass inside. From this point of view, I would like to improve the point that it passes through the inside of the two sun gears.

The arrangement of the speed change elements such as clutches is all 1
If they can be arranged in one place, lubrication of transmission elements such as clutches and routing of hydraulic circuits will be easier, and there will be much more room for contrivance such as multi-layer construction of clutches, and as a result, the overall length will be increased. Great effect.

In consideration of the above, improvements have been studied and a product suitable for practical use has been created. The problem to be solved by the present invention is that cost competitiveness is high, shift shock can be reduced easily, In addition, it is an object of the present invention to provide a gear transmission for an automatic transmission that is easy to perform shift control, has excellent power performance, is excellent in vehicle mountability, and has a simple configuration.

[0029]

[Means for Solving the Problems]

(Solution 1) A gear transmission for an automatic transmission according to Solution 1 (Claim 1) of the above-mentioned problem has a first sun gear, a first ring gear, and a first carrier that holds a pinion gear meshing with both gears. A single pinion type second planetary gear having a single pinion type first planetary gear, a second sun gear, a second ring gear, and a second carrier holding a pinion gear meshing with both gears; a third sun gear; A third planetary gear of a single pinion type having a three-ring gear and a third carrier holding a pinion gear meshing with both gears, a first sun gear and a first carrier, or a first sun gear and a first ring gear, or a first ring gear; A first clutch for selectively engaging the first carrier, a first brake for selectively stopping rotation of the first sun gear, and a first carrier. A second clutch for selectively engaging the first carrier and the second ring gear, a first connection member for integrally connecting the second carrier and the third ring gear, and selectively engaging the first connection member and the first ring gear. A third clutch to
A second brake for selectively stopping the rotation of the first connecting member, a third brake for integrally connecting the second sun gear and the third sun gear and selectively stopping the rotation, and a first ring gear. An input member which is always connected or selectively connected by a clutch means, and an output member which is always connected to the third carrier is provided.

(Solution 2) In the gear transmission for an automatic transmission according to the first aspect, the second aspect of the present invention provides a gear transmission for an automatic transmission, wherein the second clutch, the first brake, and the third brake are engaged. 1st speed, 2nd speed by engaging the first clutch, 2nd clutch and 3rd brake, 3rd speed by engaging the 1st clutch, 3rd clutch and 3rd brake, 1st clutch, 2nd clutch and 3rd clutch 4th speed,
The fifth speed is established by engaging the second clutch, the third clutch and the first brake, the reverse speed is established by engaging the second clutch and the first brake and the second brake, or the reverse speed is established by engaging the first clutch, the second clutch and the second brake. Reverse fast 1st or Reverse 2
A shift control means for obtaining a speed is provided.

(Solution 3) In the gear transmission for an automatic transmission according to claim 2, a first one-way clutch is provided in parallel with the first brake. A second one-way clutch is provided in parallel with the second clutch.

[0032]

BEST MODE FOR CARRYING OUT THE INVENTION

(Embodiment 1) Embodiment 1 is a gear transmission for an automatic transmission according to the first, second and third aspects of the present invention.

[Basic Example] FIG. 1 is a skeleton diagram showing a gear transmission for an automatic transmission according to a basic example. In FIG. 1, G1, G2, and G3 are planetary gears, M1 is a connecting member,
C1, C2 and C3 are clutches, B1, B2 and B3 are brakes, IN is an input shaft (input member), and OUT is an output shaft (output member).

The first planetary gear G1 has a first sun gear S
1, a first ring gear R1, and a single pinion type planetary gear having a first carrier P1 holding a pinion gear meshing with both gears S1 and R1.

The second planetary gear G2 has a second sun gear S
2, a second ring gear R2, and a single pinion type planetary gear having a second carrier P2 holding a pinion gear meshing with both gears S2 and R2.

The third planetary gear G3 is provided with a third sun gear S
3, a third ring gear R3, and a single pinion type planetary gear having a third carrier P3 holding a pinion gear meshing with both gears S3, R3.

The first clutch C1 is provided with a first sun gear S
1 and the first carrier P1 are selectively engaged.

The first brake B1 is provided with a first sun gear S
1 is selectively stopped.

The second clat C2 includes a first carrier P
1 and the second ring gear R2 are selectively engaged.

The first connection member M1 integrally connects the second carrier P2 and the third ring gear R3.

The third clutch includes a first connecting member M1
And the first ring gear R1 are selectively engaged.

The second brake B2 selectively stops the rotation of the first connecting member M1. The third brake B
The third sun gear S2 and the third sun gear S3 are integrally connected to each other by forming a common sun gear.
The rotation of is selectively stopped.

The input shaft IN is always connected to the first ring gear R1, and inputs the engine rotational driving force via a torque converter (not shown).

The output shaft OUT is always connected to the third carrier P3, and transmits the output rotational driving force to driving wheels via a final gear (not shown).

Each of the clutches C1, C2, C3 and the brakes B1, B2, B3 is provided with an unillustrated shift hydraulic control device (a hydraulic control type, an electronic control type, a hydraulic control type) for generating an engagement pressure and a release pressure at each shift speed. + Electronic control type) is connected.

Next, the shifting operation will be described.

FIG. 2 is a diagram showing a fastening operation table in the basic example.

As shown in FIG. 2, the first speed is obtained by engaging the second clutch C2, the first brake B1, and the third brake B3, and the first carrier P1 and the second ring gear R2 rotate integrally, The first sun gear S1, the second sun gear S2, and the third sun gear S3 are fixed.

As shown in FIG. 2, the second speed is obtained by releasing the first brake B1 in the first speed and engaging the first clutch C1, and the first sun gear S1 and the first carrier P1 are engaged.
And the second ring gear R2 rotate integrally, and the second sun gear S
2 and the third sun gear S3 are fixed.

The third speed is obtained by disengaging the second clutch C2 and engaging the third clutch C3 in the second speed, as shown in FIG. 2, so that the first sun gear S1 and the first carrier P1 are engaged.
Are rotated integrally, and the input rotation is the first ring gear R1 and the first ring gear R1.
The second sun gear S2 is input to the rotating member M1, and the third sun gear S3 is fixed.

The fourth speed is obtained by releasing the third brake B3 in the third speed and engaging the second clutch C2, as shown in FIG. 2, and the first sun gear S1 and the first carrier P1.
And the second ring gear R2 rotate integrally, and the input rotation
The input is input to the ring gear R1 and the first rotating member M1, and the input shaft IN and the output shaft OUT are directly connected.

The fifth speed is obtained by releasing the first clutch C1 and engaging the first brake B1 in the fourth speed, as shown in FIG. 2, and the first carrier P1 and the second ring gear R
2 rotate integrally, the input rotation is input to the first ring gear R1 and the first rotating member M1, and the first sun gear S1 is fixed.

As shown in FIG. 2, the reverse speed 1 is obtained by engaging the second clutch C2, the first brake B1, and the second brake B2, and the first carrier P1 and the second ring gear R2 rotate integrally. Then, the first sun gear S1 and the first rotating member M1 are fixed.

The reverse speed 2 is obtained by engaging the first clutch C1, the second clutch C2 and the second brake B2, as shown in FIG. 2, and the first sun gear S1 and the first carrier P
The first and second ring gears R2 rotate integrally, and the first rotating member M1 is fixed.

Here, as an example of the gear ratio setting, the gear ratio ρ ₁ of the first planetary gear G ₁ = 0.65 (= Z _S1 / Z _R1 ),
The gear ratio ρ ₂ of the second planetary gear G2 = 0.40 (= Z _S2 / Z
_R2 ), the gear ratio ρ ₃ of the third planetary gear G3 = 0.55 (= Z
_S3 / Z _R3 ), first speed = 3.58, second speed = 2.
17, 3rd speed = 1.40, 4th speed = 1.00, 5th speed =
A gear ratio of 0.83, reverse speed 1 = 3.18, reverse speed 2 = 1.93 was obtained.

[Additional Example of OWC] FIG. 3 is a skeleton diagram showing a gear transmission for an automatic transmission according to an additional example of OWC.

The difference from the basic example of FIG. 1 is that a first one-way clutch F1 is added in parallel with the first brake B1, and a second one-way clutch F2 is added in parallel with the second clutch C2.

FIG. 4 is a diagram showing a fastening operation table according to an additional example of the OWC.
Although there is a difference with the addition of 2, hydraulic clutches
The braking operation is not different from the basic example of FIG.

Next, the effects will be described.

In the first embodiment, the cost competitiveness is high (low price, light weight, small size), the shift shock can be easily reduced (do not change over twice), and the shift control is easy (2
No change in weight and few shift elements), excellent power performance (close to target gear ratio), excellent vehicle mountability (small number of shift elements, etc.), and simple configuration (two layers inside sun gear) Of the automatic transmission can be provided.

In addition, in the OWC addition example, the one-way clutch shift is performed by the 1-2 shift and the 2-3 shift, and the shift control is facilitated.

In particular, the gear transmission for an automatic transmission according to the first embodiment is improved in the following points with respect to the conventional device.

The sun gears S2 and S3 of the second planetary gear G2 and the third planetary gear G3 can be replaced by one common sun gear having a simple structure.

The total number of power transmission paths passing through the sun gear could be reduced from two to one.

(Other Embodiments) In the first embodiment, an example is shown in which the second sun gear S2 and the third sun gear S3 are integrally connected by forming a common sun gear, but as shown in FIG. The second sun gear S2 and the third sun gear S3 may be integrally connected via the second rotating member M2.

In the first embodiment, an example is shown in which the input shaft IN and the first ring gear R1 are directly connected. However, as shown in FIG. 5, the input shaft IN and the first ring gear R1 are connected via the fourth clutch C4. May be selectively engaged to be clear neutral.

In the first embodiment, the example in which the first clutch C1 selectively engages the first sun gear S1 and the first carrier P1 has been described. However, as shown in FIG. May selectively engage the first sun gear S1 and the first ring gear R1, or the first clutch C1 may selectively engage the first ring gear R1 and the first carrier P1 as shown in FIG. May be used as an example.

In order to simplify the control, a one-way clutch may be further added or removed from the OWC added example, or a one-way clutch may be inserted to add a brake so that the engine brake works on the coasting side.
Further, a one-way clutch can be added to insert the one-way clutch, or can be determined as needed (FIG. 7).

[0069]

According to the gear transmission for an automatic transmission according to the first aspect, three sets of single pinion type planetary gears, a first sun gear and a first carrier, or a first sun gear and a first ring gear, Alternatively, a first clutch for selectively engaging the first ring gear and the first carrier, a first brake for selectively stopping rotation of the first sun gear, and selectively engaging the first carrier and the second ring gear. A second clutch, a first connection member that integrally connects the second carrier and the third ring gear, a third clutch that selectively engages the first connection member and the first ring gear, and a first connection member. A second brake for selectively stopping rotation, a second sun gear and a third sun gear are integrally connected, and a third brake for selectively stopping these rotations and a constant connection to the first ring gear. The structure includes the input member selectively connected by the clutch means and the output member constantly connected to the third carrier, so that cost competitiveness is high, shift shock can be easily reduced, and shift control is easy. Thus, it is possible to provide a gear transmission for an automatic transmission having excellent power performance, excellent vehicle mountability, and a simple configuration.

In the invention according to claim 2, claim 1
In the gear transmission for an automatic transmission described above, the first speed, the first speed, and the second
The second speed by the engagement of the first clutch, the second clutch and the third brake, the third speed by the engagement of the first clutch, the third clutch and the third brake, and the engagement of the first clutch, the second clutch and the third clutch Fourth speed, fifth speed by engagement of second clutch, third clutch and first brake, reverse speed by engagement of second clutch and first brake and second brake or engagement of first clutch, second clutch and second brake. age,
Since the shift control means for obtaining the first reverse speed or the second reverse speed at the fifth forward speed is provided, in addition to the above-described effects, an automatic shift at the fifth forward speed can be obtained according to a shift control rule without double change.

In the invention according to claim 3, claim 2
In the gear transmission for an automatic transmission according to the present invention, the first one-way clutch is provided in parallel with the first brake, and the second one-way clutch is provided in parallel with the second clutch. The one-way clutch shift can be performed by the shift and the 2-3 shift.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a gear transmission for an automatic transmission according to a basic configuration of a first embodiment.

FIG. 2 is a diagram showing an engagement operation table of each transmission element in the gear transmission for an automatic transmission according to the basic configuration of the first embodiment.

FIG. 3 is a skeleton diagram showing a gear transmission for an automatic transmission according to the OWC additional configuration of the first embodiment.

FIG. 4 is a diagram showing a fastening operation table of each speed change element in the gear transmission for an automatic transmission according to the OWC additional configuration of the first embodiment.

FIG. 5 is a skeleton diagram showing a gear transmission for an automatic transmission according to an embodiment different from the first embodiment.

FIG. 6 is a first diagram illustrating a modification of the gear transmission for the automatic transmission.
It is a skeleton diagram of a planetary gear unit.

FIG. 7 is a diagram showing a specific example of a brake / clutch when the OWC is added to the gear transmission for an automatic transmission.

FIG. 8 is a skeleton diagram showing a conventional gear transmission for an automatic transmission.

FIG. 9 is a diagram showing a fastening operation table of each speed change element in the conventional automatic transmission gear transmission.

[Explanation of symbols]

 G1 first planetary gear S1 first sun gear P1 first carrier R1 first ring gear G2 second planetary gear S2 second sun gear P2 second carrier R2 second ring gear G3 third planetary gear S3 third sun gear P3 third carrier R3 third Ring gear M1 First connection member M2 Second connection member C1 First clutch C2 Second clutch C3 Third clutch B1 First brake B2 Second brake B3 Third brake IN Input shaft OUT Output shaft F1 First one-way clutch F2 Second one-way clutch

Claims (3)

[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 gear meshing with both gears; a second sun gear; a second ring gear; A single pinion type second planetary gear having a second carrier holding a pinion gear meshing with a gear; a single pinion type having a third sun gear, a third ring gear, and a third carrier holding a pinion gear meshing with both gears; A third planetary gear, a first sun gear and a first carrier, or a first sun gear and a first ring gear, or a first clutch selectively engaging the first ring gear and the first carrier, and rotating the first sun gear. A first brake for selectively stopping, and a second brake for selectively engaging the first carrier and the second ring gear.
A clutch, a first connection member that integrally connects the second carrier and the third ring gear, a third clutch that selectively engages the first connection member and the first ring gear, and rotation of the first connection member. A second brake for selectively stopping, a second brake for integrally connecting the second sun gear and the third sun gear, and a third brake for selectively stopping the rotation of the second sun gear and the third sun gear; A gear transmission for an automatic transmission, comprising: an input member that is selectively connected; and an output member that is always connected to a third carrier. 2. The gear transmission for an automatic transmission according to claim 1, wherein the first clutch is engaged by engaging the second clutch, the first brake, and the third brake, and the first clutch, the second clutch, and the third brake are engaged. The second speed, the third speed by the engagement of the first clutch, the third clutch and the third brake, the fourth speed by the engagement of the first clutch, the second clutch and the third clutch, and the second speed by the engagement of the third clutch. Fifth speed by applying 1 brake,
Second clutch, first brake, second brake or first
A gear transmission for an automatic transmission, characterized by further comprising a shift control means for setting a reverse speed by engaging a clutch, a second clutch and a second brake, and obtaining a first reverse speed or a second reverse speed by five forward speeds. 3. The automatic transmission gear transmission according to claim 2, wherein a first one-way clutch is provided in parallel with said first brake, and a second one-way clutch is provided in parallel with said second clutch. Gear transmission for an automatic transmission.