JPS6256653A - Automatic speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To contrive to shorten the shaft length as a whole by changing the revolution ratio of an axle shaft to the output shaft of an engine among plural power transmission routes. CONSTITUTION:Change-over means KC1, KC2 to select an optional power transmission route among plural power transmission routes, which accord to the number of output shafts 2, 3 positioned from an input shaft 1 to axles shafts 4A, 4B, are provided. A planetary gear type speed change mechanism AT is also laid at least on one power transmission route. Further, the setting of a gear ratio at least on one gear row among a gear row G1A, G2A on input side or a gear row G1B, G2B on output side is executed so that the revolution ratio of axle shafts 4A, 4B to output shafts 2, 3 of an engine may be different in plural power transmission routes. By this constitution, it is made possible to shorten the shaft length as a whole.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application) The present invention relates to a 1F dual-use automatic transmission using a planetary gear type transmission mechanism.

(Prior Art) A typical automatic transmission for a vehicle uses a planetary gear type transmission mechanism connected to an engine output shaft via a torque converter. This planetary gear type transmission mechanism is usually of the Simpson type or Ravigneau type, and is generally a 3-speed type with two sets of planetary gears, but a 2-speed type is also used in light vehicles. Recently, more and more multi-speed gears such as 11i and dual-purpose automatic transmissions, such as auto-drive gears, are being used from the viewpoint of fuel efficiency, noise reduction, etc. For this reason, in order to increase the number of gears while still using the conventionally used planetary gear type transmission mechanism, we replaced the auxiliary planet southeast, which constitutes the O7 <drive note addition gear, with the conventional torque converter. For example, a system has appeared in which the transmission mechanism is further interposed between the transmission mechanism and, for example, a three-speed gear transmission mechanism.

- On the other hand, recently there have been an increase in FF cars (front engine/front drive cars) and mid-drive cars with horizontally mounted engines. Due to the constraints, it is required that the shaft length of automatic transmissions be made as short as possible.

From this point of view, overdrive etc.
The auxiliary M star gear for the I gear, for example, the -
A mechanism has been proposed in which the transmission mechanism is installed in parallel with the L planetary southeast transmission mechanism (see Japanese Patent Laid-Open No. 5'J-133852).

(Problems to be Solved by the Invention) However, (as stated in the two-legged publication), in contrast to the conventional main planetary gear type transmission mechanism, a two-star transmission mechanism was further used for Therefore, since the planetary gear itself has a rather complicated structure and is not desirable in terms of mechanical efficiency (power transmission efficiency), some countermeasures are desired in this respect.

Therefore, an object of the present invention is to shorten the axial length of an automatic transmission as much as possible, while providing a simple structure and an advantage in terms of mechanical efficiency over the conventional planetary gear type transmission mechanism. By adding a gear a structure, C1 obtained by the planetary gear type transmission mechanism, a) 9th gear:, c
The purpose of the present invention is to provide a heavy-duty automatic transmission that can be multi-staged.

(1st step, action to solve the problem) The above purpose is
In order to achieve this, in order to shorten the shaft length of the automatic transmission, Kihatsuro basically sets the input shaft connected to the engine output shaft, and the input shaft connected to the engine output shaft. The output @ is arranged in parallel, and the input shaft or output shaft 1. A planetary gear type transmission mechanism is interposed in one of the % deviations.In addition, in order to configure multiple power transmission paths for each output shaft from the engine output shaft to the axle shaft, the input shaft and each output An input side gear train is configured between each output shaft and the axle shaft, and an output side gear train is configured between each output shaft and the axle shaft, thereby creating a plurality of power transmission systems configured for each 11j power shaft. Switching means are provided for selecting any one of the paths. The relationship between the planetary gear type transmission mechanism and the power transmission path is such that the planetary gear type transmission mechanism is located in the power transmission path obtained from at least one output shaft. In addition to this,
The multiple power transmission lines configured for each output shaft, that is, the power transmission lines from the engine output shaft to the 7th wheel shaft, are different between each output shaft (between the power transmission lines). If the rotation ratio is changed, the rotation ratio of the axle shaft to the engine output shaft will become apparent. 17 so that the gear ratios are different. Specifically, the configuration is as follows. That is, an input shaft connected to the engine output shaft, a plurality of output shafts each arranged parallel to the input shaft, and a planetary gear type disposed on any one of the input shaft and the fJi force shaft. a transmission mechanism; a plurality of input side gear trains configured between the input shaft and each ITX power shaft; and a plurality of output side gear trains configured between each TFJ power shaft and the 7xle shaft. and a single stage of switching for selecting any one of the plurality of power transmission paths corresponding to the number of output shafts from the input shaft to the axle shaft. , at least one of the plurality of power transmission lines passes through the planetary southeast type transmission mechanism), and each of the human power transmission lines 51 or each output side The gear ratio setting of at least one of the gear trains is
The configuration is such that the rotation ratio of the axle shaft to the engine output shaft is different between the plurality of power transmission lines.

With such a configuration, for example, the planetary gear type transmission mechanism is located in the power transmission path obtained by one output shaft, while the planetary gear type transmission mechanism is located in the power transmission path obtained by the other output shaft. If the relationship is such that the gear type transmission mechanism is not located, that is, the relationship is such that the planetary gear type transmission mechanism is bypassed, then when the power transmission path using the one output shaft is selected, the speed change of the planetary gear type transmission mechanism While the number of gears is changed according to the number of gears, a number of gears (for example, overdrive) corresponding to the number of other output shafts can be added to the gears of this planetary gear type transmission mechanism to achieve multi-stages. become.

Furthermore, for example, if two sets of output shafts are provided and the planetary gear type transmission mechanism is positioned on the input shaft so that the planetary gear type transmission mechanism is commonly located in the power transmission system of both output shafts, For example, depending on the difference in gear ratio between the input side gear trains, that is, high or low, a high or low relationship can be obtained for each gear stage of the planetary gear type transmission mechanism, that is, 1st speed low , 1 speed high, 2nd speed low, 2nd speed high, 3rd speed low, and 3rd speed high.

(Example) Embodiments of the present invention will be described below with reference to the accompanying drawings.

In FIG. 1 showing the first embodiment of the present invention, sentence 1 and sentence 2 are
) Sentence 3 and Tate 4 are the 1st to 4th axes, respectively, and these 4
The three axis lines 21, sentence 2) sentence 3, and tate 4 are arranged in such a way that they are parallel to each other and located at the apex of a quadrilateral when viewed from the axial direction (see Fig. 2). An input shaft 1 is on the first axis 1, first and second output shafts 2.3 are on the second and third axes 3, and a pair of left and right output shafts are on the fourth axis 4. axle shafts 4A and 4B are located.

An engine output shaft 6 is connected to one end of the input shaft 1 via a torque converter 5, so that output (torque) from the engine is input to the input shaft 1 via the torque converter 5. In addition, a planetary gear type transmission mechanism AT, which will be described later, is interposed on the input shaft 1, and in this embodiment, this planetary gear type transmission mechanism AT is a Simpson type with three forward speeds. It has a two-part structure with a first shaft IA and a second shaft IB that are connected in series, and the first shaft IA is used as an input shaft portion of the planetary gear type transmission mechanism AT, while the second shaft IA is
B is the output shaft portion of the planetary gear type transmission mechanism AT.

Each output shaft 2.3 is also divided into two, with the first shaft 2A, 3A and the second shaft 2B, 3B being in series with the tail.
A is used as an input shaft, while the second cars 2B and 3B are used as output shafts. The first shaft 2A and the second shaft 2 of this first output sleeve 2
B are connected via a one-way clutch KW so that only the rotational position from the first shaft 2A side to the second shaft 2B side is permitted, and the rotational position is switched on and off by a clutch KCI as a switching means. ing. Further, the first shaft 3A and the second shaft 3B of the second output shaft 3 are connected to a crankshaft as a switching means.
It is designed to be interrupted by 7,000 KC2.

Between the input shaft 1 and each output shaft 2.3, at the end opposite to the torque converter 5, a first input end gear train GIA with a gear ratio of "1" and a second input end gear train for speed increase are provided. G2A is configured. This first input end gear train CIA has a drive gear 7 fixed to the second gear IB of the input shaft l, and a first shaft 2A of the first output shaft 2 that meshes with the drive gear 7.
A driven gear 8 is fixed to the drive gear 8. The second input end gear train G2A is composed of the drive gear 7 and a driven gear 9 that meshes with the drive gear 7 and is fixed to the first vehicle 3A of the second output shaft 3. The diameter of the driven gear 8 is smaller than that of the driven gear 8.

On the other hand, first and second output side gear trains GIB, 02B are configured between each output shaft 2.3 and the axle shafts 4A, 4B. This first output side gear train GIB is composed of a drive gear 10 fixed to the second shaft 2B of the first output shaft 2 and a final reduction gear 11 as a driven gear, and the second output side gear train G2B is The second shaft 3 of the second output shaft 3
Drive gear 12 fixed to B and the final reduction gear 11
It is composed of. That is, the driven gears of the re-output side gear trains GIB and G2B are commonly used as the final reduction gear 11, and in the embodiment, each drive gear 10.1
Both have the same diameter. Of course, the rotational torque of the final reduction gear 11 is transmitted to the left and right axle shafts 3A and 3B via the differential gear box 13.

With the above configuration, the rotation of the engine output shaft 6 (
torque) is transmitted to at least the first shaft IA of the input shaft l, the planetary gear type transmission mechanism AT, and the second shaft IB of the input shaft 1,
After this, in response to switching of clutches KCI and KO2 as switching means, the first power transmission system road works via the first output shaft 2 and the second power transmission system road works via the second output shaft 3.
It is divided into Thereafter, the clutches KCI and KO2 are separated and disengaged depending on the switching mode.

First f, connect clutch KCI and connect clutch KC2.
When disconnected, the first power transmission line 1 is selected,
The rotation of the input shaft 1 (the second shaft IB) is caused by the rotation of the first input end gear train CIA to the first output end gear train GIB (
Drive gear, a10. The signal is finally transmitted to the axle shafts 4A and 4B via the final reduction gear 11). At this time, depending on the speed change of the planetary gear type transmission mechanism AT (three forward speeds in the embodiment), the first speed, the second speed, or the third speed is performed.

Meanwhile, the clutch KCI is disconnected and the clutch KCI is disconnected.
When connected, the second power transmission line H is selected,
The rotation of the input shaft 1 passes through the second input end gear train G2A, the second output shaft 3, the second output side gear train 02B (drive gear 12, final reduction gear 11), and finally the axle shafts 4A, 4.
transmitted to B. At this time, since the second input end gear train G2A is used for speed increase, it is assumed that the planetary tooth f type transmission mechanism AT is in 3rd speed, so that 4th speed, that is, overdrive can be obtained. become. If the one-way clutch KW is provided as in the embodiment, the rotational difference when shifting from 3rd to 4th gear will be absorbed, and this shift will be performed smoothly.

Next, the above-mentioned planetary gear type transmission mechanism AT will be explained. This is a conventionally well-known Simpson type three-speed forward transmission with reverse. First, this planetary gear type transmission mechanism AT has two sets of planetary gears Y1 and Y2, first and @2 (front and rear), which are in series with each other. Both sun gears SG1 and 3G2 in the double-way star gear planetary gears Y1 and Y2 are integrated with each other and are rotatably arranged on the outer periphery of the second shaft IB of the input shaft 1.
The integrated structure of 01 and SG2 is connected to the first shaft IA of the input shaft 1 via the first clutch (front clutch) C1, and is connected to the planetary gear type transmission mechanism AT by the first brake (second brake) Bl. It is designed to be intermittent (fixed or free) to the casing K. Further, the ring gear RGI of the first planetary gear Y1 is connected to the first sleeve IA of the input shaft 2 via a second clutch (rear clutch) C2. Furthermore, the carrier PC2 holding the planetary gear PG2 of the second planetary gear Y2 is coupled to the casing K via the one-way clutch W, so that rotation in only one predetermined direction is permitted. At the same time, it is connected to the casing K via a second brake (low reverse spray: #) B2. A carrier Pct holding the planetary gear PCI in the first planetary gear Yl, and i2
Ring gear RG2 in planetary gear Y2 is connected to input shaft 1
It is integrated into the second axis lB of the.

Since the planetary gear AT itself as described above has been well known, the relationship between each gear stage of this planetary gear type transmission mechanism AT and the operation of the clutches CI, C2 and brakes B1 and B2 as actuators is as follows. By showing them all in Table 1, further detailed explanation will be omitted.

In addition, when driving in 4th speed with 732 power transmission path II selected, each actuator C1 of the planetary gear type transmission mechanism AT
, C2) The operations of B1 and B2 are the same as in 3rd gear.

Table 1 (○=operation; no mark; release) FIG. 3 shows a second embodiment of the present invention, in which the same components as in the previous embodiment are given the same reference numerals and their explanations are omitted. The same applies to other examples below).

In this embodiment, the drive gears 7A or 7B for both input end gear trains CIA and G2A are provided separately and independently, thereby increasing the degree of freedom in setting gear ratios (speed ratios). In addition, in this embodiment, a Ravigneau two-speed forward gear is used as the planetary gear type transmission mechanism A, and when the first power transmission system roadwork is selected, the first speed, the second speed, and the like are used. , when the second power transmission line II is selected, third speed (overdrive) is obtained.

The Ravigneau-type planetary gear type transmission mechanism AT having two forward speeds with reverse has two planetary gears Y1, a first and a second,
The sun gears SGI and SG2 of the planetary gears Y1 and Y2 have different diameters and are separate bodies, and the sun gear SG2 of the planetary gear Y2, which has a larger diameter, is the input Iiii! 1! (3) It is integrated into the first axis IA. In addition, the sun gear S has a small diameter planetary gear Yl.
GI connects the first shaft I of the input shaft l via the first clutch CI.
A and the casing K via the first brake Bl. Also, both road star gear Y1.
Y2 ring gear RG1. RG2 is shared with each other (structurally, only the planetary gear Y1 has a ring gear), and is connected to the casing K via the second brake B2.
Intermittent. And the planetary gear PGl of the second planetary gear Y2.

It is meshed with the small-diameter sun gear SGI and the common ring gear RGI (RG2), as well as the planetary gear PG2 of the second planetary gear Y2 (the existence of planetary gears PGl and PO2 is clearly shown in the drawing). (This meshing relationship is not shown because it is shown in Figure 1). In addition,
Planetary gear PG2 is ring gear RGI (RG2
) are not meshed with each other. Furthermore, the carrier PCI and PO2 of both planetary gears PCI and PO2 of the two-way star gears Y1 and Y2 are shared and integrated with the second shaft IB of the input shaft 1.

Since the above-mentioned Ravigneau planetary gear transmission mechanism AT itself has been well known, the operational relationship between each gear stage of this planetary gear transmission mechanism AT and the clutch C1, brakes B1, and B2 as actuators will be explained below. are summarized in Table 2 below, and further detailed explanation will be omitted. Of course, the operating state of each actuator C1, B1, B2 in the third overdrive speed obtained by selecting the second power transmission line II is 2.
This is the same as when driving at high speed.

Table 2 (0=activated, no mark=released) FIG. 4 shows the third embodiment of the present invention.
The driven gears in both output shaft gear trains GIB and G2B are shared by the final reduction gear 11, and the gear ratio of the second output gear train G2B is set higher than the gear ratio of the first output gear train GIB ( The drive gear 12 has a larger diameter than the drive gear 10), so that overdrive can be obtained when the second power transmission path II is selected.

FIG. 5 shows a fourth embodiment of the present invention, which differs from the one in FIG. 1 in that a planetary gear type transmission mechanism AT is provided in the first output sleeve 2, a one-way clutch KW and a clutch KC.
The point where I is provided on input shaft 1, output side gear train GIB and G2B
The difference is that the gear ratios of the input side gear trains CIA and G2A are different (same as in the case of FIG. 4, the gear ratios of the input side gear trains CIA and G2A are the same). Of course, in the case of this embodiment, when the second power transmission line II is selected, the planetary gear type transmission [AT is bypassed. By providing the planetary gear type transmission mechanism AT on the output shaft side in this way, a relatively large space can be secured around the axis of the extension light on the extension line of the engine output shaft 6. This is advantageous in cases where there is a need to install auxiliary equipment or other equipment on the machine.

Although the embodiments have been described above, the present invention is not limited thereto, and includes, for example, the following cases.

(↓) The number of output shafts may be 3 or more. In this case, for example, the power transmission path obtained by the third and subsequent sets of output shafts may be one that passes through a planetary gear type transmission mechanism AT as shown in FIGS. As shown in FIG. 5, the planetary gear type transmission mechanism AT may be bypassed.

(As the planetary gear type transmission mechanism AT, in addition to the one shown in the embodiment, an appropriate one such as a Ravigneau three-speed type can be adopted.

(2) Instead of using the torque converter 5, it is also possible to use an electromagnetic clamp that is electronically controlled on and off.

≠, ) The power transmission system is configured to be configured by at least two output shafts, each passing through a planetary gear type transmission mechanism AT, and the input side gear train (CIA,
By slightly changing the gear ratio between G2A), if the planetary gear transmission mechanism AT is in 3rd gear, for example, 1st gear low, 1st gear high, 2nd gear low, 2nd gear high, 3rd gear low, 3rd gear high. It is also possible to obtain a so-called auxiliary speed change, as shown in FIG.

(Effects of the Invention) As is clear from the above description, the present invention can use a conventional planetary gear type transmission mechanism to shorten the overall shaft length and increase the number of stages.

In addition to the above planetary gear type transmission mechanism, the gear ratio of the interlocking gear train constructed between the input shaft and each output shaft or between each output shaft and the axle shaft does not use planetary gears. Since multi-stages are obtained by using the setting, a structure can be obtained in which the structure is in the cylinder and has good mechanical efficiency, compared to the case where this planetary gear is used separately.

Of course, the gear train for multi-stage gearing requires only an extremely short shaft length, and the number of gears can be easily changed by increasing or decreasing the shaft length, so it is extremely effective as an automatic transmission of this type.

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram showing a first embodiment of the present invention. FIG. 2 is a skeleton diagram showing a second embodiment of the present invention. FIG. 3 is a skeleton diagram showing a third embodiment of the present invention. FIG. 4 is a skeleton diagram showing a fourth embodiment of the present invention. FIG. 5 is a skeleton diagram showing a fifth embodiment of the present invention. AT: Planetary gear type transmission mechanism CIA, G2A: Input side gear train GIB, G2B: Output side gear train 1, sentence 2) sentence 3, sentence 4: Axis work, I ■: Power transmission line 1: input shaft 2 .3: Output shaft 4A, 4B: Axle shaft 5: Torque converter 6: Engine output shaft KCI, KO2: Clutch (switching means) 11: Final reduction gear Yl, Y2: Planetary gear SGI, SG2: Sun gear RGI, RG2: Ring Gear PCI, PO2: Planetary gear PCI, PO2: Planetary gear C, C2: Clutch Bl, B2: Brake Figure 4 Figure 5

Claims (2)

[Claims] (1) An input shaft connected to the engine output shaft, a plurality of output shafts each arranged parallel to the input shaft, and a planetary gear type disposed on either one of the input shaft and the output shaft. a transmission mechanism; a plurality of input-side gear trains configured between the input shaft and each output shaft; a plurality of output-side gear trains configured between each of the output shafts and an axle shaft; and the input shaft. a switching means for selecting any one power transmission path among the plurality of power transmission paths corresponding to the number of output shafts from the shaft to the axle shaft, the plurality of power transmission paths; At least one of the power transmission lines is set to pass through the planetary gear type transmission mechanism, and the gear ratio of at least one of the input gear trains or the output gear trains is The automatic transmission for a vehicle is characterized in that the rotation ratio of the axle shaft to the engine output shaft is set to be different among the plurality of power transmission lines. (2) The device according to claim 1, wherein the input shaft is connected to the engine output shaft via a torque converter.