JPS59183147A - Train of planetary gears of automatic speed regulator - Google Patents

Abstract

PURPOSE:To improve the durability without use of any members turned with an excessively high speed by additionally arranging two clutches in a train of planetary gears of an automatic forward four-speed speed regulator using two sets of the planetary gears. CONSTITUTION:The first and second sets of planetary gears G1, G2 are respectively constructed by sun gears S1, S2, internal gears R1, R2 and pinion carriers PC1, PC2 supporting pinion gears P1, P2 simultaneously engaging with both gears S1, R1 and S2, R2. And, the sun gear S1 is coupled with an input shaft I via the first clutch C1. Further, the internal gear R1 is coupled with the input shaft I via the second clutch C2, and the pinion carrier PC1 and the internal gear R2 are directly coupled with an output shaft O. Further, the sun gears S1, S2 are coupled with each other via the third clutch C3, and the sun gear S1 is coupled with the pinion carrier PC2 via the fourth clutch C4.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Technical Field The present invention relates to a planetary gear train for an automatic transmission.

(b) Prior Art An example of a conventional planetary gear train for a four-speed forward automatic transmission using two planetary gear sets is the one manufactured by GM, USA, shown in FIG. 1. The planetary gear train of this automatic transmission includes two planetary gear sets G1 and G2, sun gears S1 and Sz, internal gears R and R2, and a pinion carrier PC.
, and PCZ, input axle load, output shaft O1, four clutches c1, C2, C yo and C4, two brakes B, and B
2, and two one-way clutch OWC, and OWC
2 and connected as shown in the figure. The planetary gear train of this automatic transmission includes clutch c1. c2, C3 and C4,
Brake B, Bz, and one-way franchise OWC
, and OWC2 as shown in FIG. 2, four forward speeds and one reverse speed can be obtained.

However, in the planetary gear train of the conventional automatic transmission as described above, at 81.2 and 3 speeds, the rotational force of the input shaft load is transferred to clutch c3 and one-way clutch OWC.
, is input to sun gear sI via clutch C2, and when moving in reverse, the rotational force of input shaft ■ is input to sun gear sZ via clutch C2.
The first problem is that the stress acting on the second tooth becomes large, which limits the allowable input torque. Also, in the fourth gear, the sun gear s1 is approximately 2.5 of the rotational speed of the λ motor axle load.
Since it rotates at twice the rotational speed, there is a second problem in that it is necessary to consider the strength of the member connected to the sun gear S1 and the durability of the bearing that supports it. Furthermore, the second
At high speeds, a part of the rotational force input from the input shaft I circulates between the planetary gear sets G1 and 02, reducing the power transmission efficiency and also reducing the durability of the planetary gear sets G and G2. There was a third problem that was undesirable.

(c) Purpose of the Invention The present invention is a planetary gear train for a four-speed forward automatic transmission using two planetary gear sets, which solves the three problems mentioned above, that is, within the normal range of use. All rotational force is not input through one sun gear,
The object of the present invention is to obtain a planetary gear train for an automatic transmission that does not have any members that rotate at a very high speed and does not cause circulation of power between the planetary gear sets.

(D) Structure of the Invention The present invention is based on the well-known Simpson type planetary gear train consisting of two planetary gear sets, two clutches, and two brakes.
It is constructed by adding and arranging two clutches. That is, a third clutch is arranged between the two sun gears of the Simpson-type planetary gear train, and a third clutch is arranged between the pinion carrier, which is fixed at the first speed of the Simpson-type planetary gear train, and the sun gear of the other Ml gear set. 84 clutches are installed. Ultimately, the planetary gear train of the automatic transmission according to the present invention is
first and second planetary gear sets; 2nd, 3rd and 4th
flange, and first and second brakes, the 1a star gear set has a first sun gear, a first internal gear, and a first pinion carrier, and the second planetary gear set has a second sun gear, a first internal gear, and a first pinion carrier. It has two internal gears and a second pinion carrier, the first sun gear and the first internal gear are connectable to the input shaft via the first clutch and the second clutch, respectively, and the first pinion carrier and the second internal gear are connectable to the input shaft via the first clutch and the second clutch, respectively. Lugia is connected to the output shaft,
The first sun gear is connectable to a second sun gear and a second pinion carrier via a third clutch and a fourth clutch, respectively, and the second sun gear and second pinion carrier are coupled to a stationary part by a first brake and a second brake, respectively. It can be fixed against the other hand.

(e) Examples Examples of the present invention will now be described with reference to FIGS. 3 to 14 of the accompanying drawings.

(First example) A first embodiment of the present invention is shown in FIGS. 3 and 4.

The planetary gear train of the automatic transmission shown in FIG. 3 includes a 1i-th planetary gear set G1, a second planetary gear set G2, an input shaft I, an output shaft O,
Clutches C1, C2, C3 and C4, and brake B]
and B2. The first planetary gear set G1 includes a first pinion carrier PC that supports a first sun gear s1, a first internal gear R1, and a first hinion gear P that meshes with the first sun gear S1 and the first internal gear R1 at the same time. ing. Similarly, 2'M: Star gear set GZ
Also includes a second sun gear Sz, a second internal gear R2, and a second pinion carrier PC2 that supports a second pinion gear P2 that meshes simultaneously with the second sun gear S2 and the second internal gear R2. The first sun gear Sl and the input shaft I are connected via a first clutch C1 which can engage or release both. Further, the first internal gear R1 is connected to the input axle load via a latch C2 that can be engaged or released. 1st pinion carrier PC
, and the second internal gear R2 are always connected to the output shaft 0. The first sun gear S1 and the second sun gear S2 are connected to each other via a latch C3 that can be engaged or released. In addition, the first sun gear SL is connected to the second pinion carrier PC via a locking or releasing mechanism C4.
It is connected to 2. The second sun gear S z is the first brake B.

It is possible to fix it to a stationary part by. Further, the second pinion carrier PC2 can be fixed to a stationary part by a second brake B.

Clutches C1, C2, Cyo and C4, and brakes Bl and B2 of the planetary gear train of the automatic transmission configured as above
By selectively operating the combinations as shown in Fig. 4, the forward 4
speed and reverse speed can be obtained. In addition, C in the same figure
1 and αZ are the ratio of the number of teeth between the first sun gear S1 and the first internal gear R1, and the ratio of the number of teeth between the second sun gear S2 and the second internal gear R1, respectively.
This is the ratio of the number of teeth to internal gear R2. Of the above operations, the 1st, 2nd and 3rd speeds and reverse are basically the same as those of the well-known Simpson type planetary gear train. That is, in these gears, clutch C3 is engaged and clutch C4 is disengaged, and this state is exactly the same as that of the Simpson type planetary gear train. In this case, the flange C2 corresponds to the forward clutch of the Simpson type planetary gear train, the clutch C corresponds to the high clutch, the brake BZ corresponds to the low and reverse brake, and the brake B1 corresponds to the intermediate brake. do. In fourth gear, clutches C2 and C3 are released;

and C4 are engaged, and brake B1 is also engaged.

Therefore, the input shaft I is connected to the second pinion carrier PC2, and the second sun gear Sz is connected to the brake B.
, is fixed by . Therefore, the second internal gear R2 (and the output shaft 0 connected thereto) rotates at a higher speed than the input shaft load. In other words, the fourth speed is overdrive.

In the planetary gear train of the automatic transmission shown in Fig. 3, the first
．． In the second and third speeds, the rotational force of the input shaft load is input to the first internal gear R1, and in the fourth speed, it is input to the second pinion carrier Pcz. Therefore, since the rotational force is input to the internal gear or pinion carrier having a relatively large diameter, the stress acting on the gear becomes smaller than when the stress is input to the sun gear. Note that during the backward movement, the rotational force of the input shaft load is input to the second sun gear S2, but since the backward running time is very short, the influence on the life of the gear is very small.

In addition, in the planetary gear train of the automatic transmission shown in Fig. 3, the fourth
At high speeds, the first internal gear R rotates at a higher speed than the input shaft I, but its rotational speed is relatively low. This will be explained based on the diagrams shown in FIGS. 5 to 9. These diagrams show the relationship between the rotational speeds of each element of the planetary gear set. That is, the rotational speeds of internal gear R, pinion carrier PC1, and sun gear S are respectively N, , Np.
c and Ns, and (number of teeth of sun gear S)/(number of teeth of internal gear R) is α, then NR+
The relational expression αXNS (1+α)XNpc=O holds true. Therefore, the vertical axes indicating the rotational speed of ring gear R, pinion carrier PC, and sun gear S are R axis and P axis, respectively.
Let the C-axis and the S-axis be the distance between the R-axis and the PC axis, and the PC
If the ratio of the distance between the axis and the S axis is set to α, then
The coordinates of the intersections of any straight line on this coordinate with the R axis, PC axis, and S axis satisfy the relationship shown in the above equation. Note that when two planetary gear sets are combined, the vertical axes indicating mutually connected elements are drawn at the same position. FIG. 5 shows the state of the first speed. In this case, the second
Since the pinion carrier PC2 is fixed, take a point on the PC2 axis where the rotation speed is 0, and because the first internal gear R1 is connected to the input shaft ■, take a point 1 on the R axis. Once connected, the intersection of this line and the vertical axis will indicate the number of rotations of each element. In this case, the PC, axis, and RZ axis indicate the rotation of the output shaft O. In other words, the output shaft 0 is decelerated relative to the rotation of the input workpiece. Figures 6 and 7 show diagrams for the second and third speeds, respectively. In either case, it is clear that there is no element rotating faster than the first internal gear R, which is connected to the input shaft I. FIG. 9 shows a diagram for the fourth speed. In this case, if we pay attention to the relationship between each element of the second planetary gear set Gz shown by the solid line, the second pinion carrier PC2 is connected to the input shaft ■, the second internal gear R2 is connected to the output shaft O, and The second sun gear Sz is fixed. Therefore, the second internal gear R2 is in an overdrive state in which it rotates at a rotational speed higher than the input rotational speed. Looking at the first planetary gear set G1, the first sun gear S
Since i is connected to the input workpiece and the first pinion carrier PC, is connected to the second internal gear RZ, the relationship shown by the broken line as shown in the figure is obtained. Therefore, the first internal gear R1 rotates at a rotational speed higher than the input rotational speed, but approximately 1.
5 times, and the ratio to the input rotational speed is relatively small. Note that FIG. 9 shows a diagram when reversing.

Further, in the planetary gear train of this automatic transmission, a part of the input rotational force does not circulate between both planetary gear sets G and 02. Therefore, losses associated with power transmission are also small.

(Second Embodiment) FIG. 10 shows a second embodiment of the present invention. This example is
The second M star gear set G2 is arranged closer to the input shaft I than the first planetary gear set Gl, and the connection state of each member is exactly the same as the first embodiment shown in FIG. Therefore, it is possible to obtain exactly the same functions and effects as in the first embodiment.

(Third Embodiment) FIG. 11 shows a third embodiment of the present invention. This example is
A first one-way clutch OWC is added to the second embodiment shown in FIG. 1O. Other configurations are in the second
This is similar to the example. 1st one-way clutch OWC,
is provided in parallel with brake B2. That is, it is arranged between the second pinion carrier PC2 and the stationary part,
This is to always prevent rotation of the second pinion carrier PCZ in one direction. Therefore, when the input shaft is driven from the ■ side, it will receive a reaction force from the first one-way clutch OWC or the second pinion carrier PC2, so it is necessary to operate the second brake B2 during automatic gear shifting. There is no. Therefore, it becomes easy to adjust the timing when changing gears.

(Fourth Embodiment) FIG. 12 shows a fourth embodiment of the present invention. This example is
A second one-way clutch 0WC2 is further added to the third embodiment shown in FIG. 11. The rest of the configuration is the same as that of the third embodiment.

The second one-way clutch owcZ is arranged in parallel with the clutch C3. By doing this, when driven from the input shaft I side, the second one-way clutch 0W
Since the rotational force is transmitted via CZ, there is no need to engage clutch C, and the shift timing can be easily adjusted. In addition, in this fourth embodiment, a second one-way clutch 0WC2 is provided in addition to the first one-way clutch ○WC1, but the second one-way clutch 0W
There is no problem even if only CZ is provided.

(Fifth Embodiment) FIG. 13 shows a fifth embodiment of the present invention. This example is
In the first embodiment shown in FIG.
WC and a second one-way clutch 0WC2 are provided, and a third one-way clutch 0WC3 is further added. The rest of the structure is the same as that of the first embodiment. The third one-way clutch OWC is disposed between the clutch C4 and the second pinion carrier PC2.

Therefore, in the fourth speed, power can be transmitted from the input shaft 1 side, but when driven from the output shaft O side, the third one-way clutch 0WC3 idles and rotational force is not transmitted. do not have. Therefore, since the engine brake does not operate during overdrive driving in the fourth speed, fuel efficiency can be improved. FIG. 14 shows the operation and combination of each element of this fifth embodiment. In addition, in this embodiment, the first and second one-way clutches OWC and 0W
Although the third one-way clutch oWC3 is provided in addition to C2, it is also possible to provide only the third one-way clutch OWC3.

(f) Detailed explanation of the invention As described above, the planetary gear train of the automatic transmission according to the present invention includes a first planetary gear set consisting of a first sun gear, a first internal gear, and a first pinion carrier, and a second planetary gear train.
a second planetary gear set including a sun gear, a second internal gear, and a second pinion carrier; the first sun gear and the first internal gear are connectable to the input shaft via a first clutch and a second clutch, respectively; , the first sun gear is connected to the first pinion carrier and the second internal gear Li output shaft, and the first sun gear is connectable to the second sun gear and the second pinion carrier via a third clutch and a fourth clutch, respectively; The second sun gear and second pinion carrier can be fixed to a stationary part by the first brake and second brake, respectively, so the stress on the planetary gear is reduced and it rotates at a higher speed than the input shaft in 4th gear. It is possible to reduce the rotational speed of the member, and also to prevent power circulation and improve transmission efficiency. In addition, each 11.1
By providing a one-way clutch as in the embodiments shown in FIGS. 2 and 13, it is possible to obtain the effects of facilitating adjustment of shift timing and improving fuel efficiency.

[Brief explanation of the drawing]

Figure 1 is a diagram showing the planetary gear train of a conventional automatic transmission, Figure 2
The figures are diagrams showing the combination of members operating in each gear stage of the planetary gear train of the automatic transmission shown in Figure 1, FIG. 3 is a diagram showing the planetary gear train of the automatic transmission according to the present invention, and FIG. Figure 3 is a diagram showing the combination of members that operate at each gear stage of the planetary gear train of the automatic transmission; 10
The figures show a second embodiment of the invention, Fig. 11 shows a third embodiment of the invention, Fig. 12 shows a fourth embodiment of the invention, and Fig. 13 shows a fourth embodiment of the invention. A diagram showing the fifth embodiment, the first
FIG. 4 is a diagram showing a combination of members operating at each gear stage of the planetary gear train of the automatic transmission shown in FIG. 13. G1...first planetary gear set, GZ...second planetary gear set, Sl...first sun gear, Sl...second sun gear,
PC, ... 1st pinion carrier, PCZ... 2nd
Pinion carrier, R, ... 1st internal gear,
R2 life skewer/2nd internal gear, I... input shaft, 0
φ...output shaft, C1...first clutch, C2...second clutch, C3...83 clutch, C4...fourth
Clutch, B...1st brake, B2...2nd brake, OWC,...1st one-way clutch, 0W
CZ11... 2nd one-way clutch, 0WC3...
Third one-way clutch. Patent Applicant Nissan Motor Co., Ltd. Agent Patent Attorney Miyauchi
RI PCI St Figure 6 RI PCI St Figure 1 6 RI PCI S1
Fig. 1 R+ PC+ St Fig. 8 R+ PC+ S+ Fig. 9 R+ PCISt Fig. 10 Fig. 11 2 θ1 Fig. 12 Fig. 18 Fig. 14

Claims (1)

[Claims] 1. A first planetary gear set including a first sun gear, a first internal gear, and a first pinion carrier; and a second planetary gear set including a second sun gear, a second internal gear, and a second pinion carrier. The first sunkia and the first internal kia can be connected to the input shaft via the first crunch and the second crunch, respectively, and the first pinion carrier and the second internal gear are connected to the output shaft. The first Sankhya can be connected to the second Sankhya and the second pinion carrier via the third clutch and the fourth clutch, respectively, and the second Sankhya and the second pinion carrier can be stopped by the first brake and the second brake, respectively. Planetary gear train of automatic transmission, which can be constant for parts. 2. A planetary gear train for an automatic transmission according to claim 1, wherein a first one-way clutch is provided between the second carrier and the stationary part. 3. Claim 1 or 2, in which a second one-way clutch is provided between the first sun gear and the second sun gear.
The planetary gear train of the automatic transmission described in . 4. 'M planetary gear train of the automatic transmission according to claim 1.2 or 3, wherein a third one-way clutch is provided between the second carrier and the third clutch.