JPS6293545A - Automatic transmission mechanism - Google Patents

Abstract

PURPOSE:To make the transmission mechanism more compact with a predetermined permissible input torque maintained, by inputting a torque from an input member to a ring gear in a planetary gear unit. CONSTITUTION:Carriers CR1 and CR2 of a single planetary gear unit 12 and a dual planetary gear unit 13 are integrated to form a carrier CR, and sun gears S1 and S2 of the planetary gear units 12 and 13 are also integrated to form a sun gear S. The carrier CR is connected to an output member O. An input member I is connected through a first clutch C1 to a ring gear R1 of the single planetary gear unit 12, and is also connected through a second clutch C2 to the sun gear S. Further, the sun gear S and a ring gear R2 of the dual planetary gear unit 13 are adapted to be stopped by a stopper means such as brakes B1, B2 and B3 and one-way clutches F1 and F2.

Description

Detailed Description of the Invention (a) Industrial Application Field The present invention relates to an automatic transmission, particularly an automatic transmission for automobiles used together with a torque converter. The present invention relates to an automatic transmission mechanism that achieves four speeds.

(B) Conventional technology Conventionally, a 4-speed automatic transmission mechanism is based on a 3-speed automatic transmission mechanism consisting of two planetary gear units, and an overdrive (0/ D) mechanism or underdrive (U
/ It is configured with an attached DJ mechanism.

By the way, recently, due to the adoption of F-F (front engine/Front 1-drive) and high horsepower of round vehicles, etc.
Automatic transmissions are required to be further downsized and to increase their transmission torque capacity, but the above-mentioned O/
A 4-speed automatic transmission consisting of a planetary gear unit with a D mechanism etc. attached cannot meet the above requirements.

Therefore, an automatic transmission mechanism has been proposed in Japanese Patent Application Laid-open No. 183147/1983, which obtains four speeds by adding two clutches to the conventional so-called Simpson type planetary gear unit. That is, the automatic transmission mechanism includes a third clutch interposed between the sun gear of the first planetary gear unit and the sun gear of the second planetary gear unit, which are integrally connected in the conventional Simpson system, and
The sun gear of the first gear unit and the carrier of the second gear unit are connected via the fourth clutch.
Disengage the clutch to separate the first gear unit and the second gear unit, and connect the third clutch to apply input to the carrier of the second gear unit and fix the sun gear of the second gear unit. Then, overdrive is output from the ring gear to obtain 4th speed in addition to the conventional 3rd speed.

However, the 4-speed automatic transmission mechanism, which is an improvement on the Simpson system, requires four clutches that require a relatively wide thickness, and since the carriers of the first gear unit and the second gear unit are separated, it is inevitable that The structure is long in the direction, and is inferior in compactness, which is not sufficient to meet the above-mentioned trend toward further miniaturization.

Therefore, the so-called Lavignio type automatic transmission mechanism is attracting attention because it can integrate two sets of carriers and is expected to be further downsized.

As shown in FIG. 7, the Ravigneau automatic transmission mechanism 1 is composed of one single planetary gear unit 2 and one dual planetary gear unit 3, and the input member I is connected to the dual unit 3 through a clutch C1. Clutch C2 and one-way clutch F. Sun gear S of single unit 2 via
1 and further supports dual pinions P2 and pL2 via a clutch C3, and a first carrier CR that is integrally connected to the second carrier CR2.

is connected to. In addition, the output member O is connected to the ring gears R, , R2 of both units 2 and 3 that are connected to each other and rotate as one unit.
is connected to.

As shown in the operation table of FIG. 8, the Lavigneau automatic transmission has clutches C, , C2, C0 and brakes B, , B2 . B3. In addition, each one l clutch F
,, F2. 1st to 4th speed (1st
~4th) and reverse (Rev) are obtained.

In addition, in the figure, ○ indicates clutch engagement, brake, one-wheel, and one-clutch operation, mano-two△ indicates operation only during course 1 o'clock, and 0 indicates operation only when shifting, and then indicates synchronous rotation.

←→ Problems that the invention attempts to solve However, in the above-mentioned automatic transmission mechanism using the Lavigneaux method, the engine torque is input to the sun gear S, (S,), so the tangential force acting on the sun gear with a small diameter is high. This is especially noticeable in the first gear, where the transmitted torque is large.
This causes a problem in the durability of the m-plane of the sun gear S, and
This causes problems in the durability of the brake B and the one-way clutch F, which receive the reaction force of the carriers CR, CR2.

For this reason, the allowable input l/ruq has been pushed low, making it impossible to respond to the recent trend of large horsepower.Furthermore, when attempting to increase the allowable input torque, the face width of the sun gear is increased by 9, and brushes, keys, etc. It is necessary to limit the allowable amount of the locking means, which increases the size of the automatic transmission and causes problems when mounting it on a vehicle.

Therefore, the present invention is capable of ensuring a predetermined allowable input torque by inputting 1-lux from an input member to the ring gear in a planetary gear unit, while at the same time being able to achieve miniaturization, and The purpose of this invention is to provide an automatic transmission mechanism that can achieve conventional 3-speed and 4-speed transmissions by standardizing parts and making slight changes.

(f) Means for Solving the Problem The present invention has been made in view of the above circumstances, and
As shown in the figure or FIG.
Three carriers 0R (CR, , CR2) are integrally connected to each other.

As shown in FIG. 1, the 3-speed automatic transmission mechanism 10 includes sun gears S of both planetary gear units
(S,, S2) are connected to each other, and the carrier CR is connected to the output member 0. Further, the input member I connected to the engine output shaft 15 via the torque converter 16 or the lock-up clutch 17 is connected to the first input member I.
The single planetary gear uni-
It is connected to the ring gear R1 of the SOJ-12 and to the sun gear S via the second Kura-Sochi C2. Furthermore, the sun gear S and the ring gear R2 of the dual planetary gear 13 are connected to the brake B, I32. B3, the single planetary gear unit 12 is configured to be stopped by a locking means such as one-way clutch FoPF2, and based on the connection of the first clutch C2, the single planetary gear unit 12 is stopped when moving forward.
It is configured such that the torque from the input member I is input to the ring gear R. The locking means for the sun gear S includes a first brake B that directly brakes the rotation of the sun gear S, and a second brake B that restricts rotation in one direction via a first one-way clutch F. The locking means for the ring gear R2 of the dual planetary gear unit 13 includes a third brake B3 that directly brakes the ring gear and a second brake B3 that restricts rotation of the ring gear in one direction.
A one-way clutch F2 is preferable.

Further, the 4-speed automatic transmission mechanism 20, as shown in FIG.
In the three-speed automatic transmission 10, the input member 1 is connected to a ring gear R2 of a dual planetary gear 13 via a third clutch C0. Furthermore, a third one-way clutch F is provided between the input member (2) and the sun gear S to restrict the rotation of the sun gear S from exceeding the rotation of the input member (2). It is desirable to intervene.

(e) Operation Based on the above-described configuration, the three-speed automatic transmission mechanism 10 operates according to the operation table shown in FIG. That is, in the first speed state in the D range, the second (forward) clutch C is connected. Then, the rotation of the input member (shaft) ■ is transmitted to the ring gear R1 of the single unit 12 via the clutch C2, and in this state, the rotation of the ring gear R2 of the dual unit 13 is prevented by the second one-way clutch F. Therefore, the common carrier CR is rotated at a significantly reduced speed in the forward direction while the sun gear S is rotated idly in the reverse direction, and the rotation is extracted from the output member (gear) 0. Further, in the second speed state, in addition to the engagement of the first clutch C1, the second (second) brake B2 is operated. Then, the rotation of the gear S is stopped by the operation of the first one-way clutch F based on the brake B2, and therefore the ring R from the input member I is
, rotates the carrier CR at a reduced speed in the forward direction while causing the ring gear R2 of the dual unit 13 to idle in the forward direction, and this rotation is outputted to the output member 0 as second speed. Also, in the third speed state, the first (forward) clutch C1
In addition to the connection, the second (direct) clutch C2 is also connected. Then, the rotating jig gear R1 of the input member r is transmitted to the sun gear S, and the planetary gear unit 12,
13 rotates together, and accordingly, the carrier CR also rotates together, and rotation at the same speed as that of the input member 2 is taken out from the output member O. At this time, before connecting the direct clutch C2, the second
When the brake B2 is released, the state returns to the first speed state, so the second brake B2 is released after the clutch C2 is connected, or remains engaged. Furthermore, reverse (
R) range, the second clutch C2 and the third (1st
Reverse) brake B3 is activated. Then, the rotation of the input member I is transmitted to the sun gear S via the clutch C2, and since the ring gear R2 of the dual unit 13 is fixed in this state, the carrier CR is also reversed while the ring gear R1 of the single unit 12 is reversed. death,
The reversal of the carrier is taken out to the output member O. Furthermore, in the lunge, the third brake B3 operates in the first gear state in the D range. Therefore, during engine braking (input/output reversal), one-way clutch F in D range
2, the transmission is cut off and the engine idles, but in the lunge, the ring gear R2 is kept in a fixed state by the brake B3, and is maintained in the first speed state. Furthermore, the 1st speed of the 2nd range is D.
The 2nd gear is the same as the 1st gear in the range, and the 2nd gear is the same as the 2nd gear in the D range.
In addition to the high speed state, the first (second coast brake) Bo is activated. Then, during engine braking, in the D range, the one-way clutch F1 causes the engine to idle, but in the 2nd range, the sun gear S is held in a fixed state by the brake B, and the 2nd speed state is maintained.

Next, referring to FIG. 4, the operation of the 4-speed automatic transmission mechanism 20 will be explained. Note that the 1st and 2nd speeds in the R range, 2 range, Lunge, and D range are the same as the 3-speed automatic transmission mechanism 10 described above, so the explanation will be omitted.

In the third speed state in the D range, in addition to the first clutch C being connected, the third clutch C8 is also connected. Then, the rotation of the input member I is transmitted to the ring gear R4 of the single unit 12 via the clutch C, and at the same time is transmitted to the ring gear R2 of the dual unit 13 via the clutch C8. Therefore, each element of both gora net gear units 12, 13 rotates as one, and the peripheral speed rotation of the input member (2) is transmitted from the carrier CR to the output member O. In addition, at this time,
The second brake B2 maintains the locked state until the clutch C8 is engaged to prevent the second gear from returning to the first gear, and the planetary units 12 and 13 are integrated when the engagement of the clutch C0 is completed. In the state of rotation, the third one-way clutch F0 rotates synchronously.

In the fourth speed state, the first clutch C5 is released and the first brake B1 is operated. Then, input member I
The rotation of is transmitted to the ring gear R2 of the dual unit 13 via the clutch C8, and since the sun gear S is stopped in the state shown in parentheses, the carrier CR rotates at high speed while the single unit ring gear R1 speeds up and idles. The rotation is extracted to the output member 0 as an overdrive. Note that when upshifting from 3rd gear to 4th gear, the first clutch C1 is released before the first brake B is activated, and the third one-way clutch F is activated. Based on the structure that prevents the sun gear S from accelerating, it allows time for the locking operation of the first brake B1, making the operation timing easier, and preventing shift shocks caused by changing grips, resulting in smooth shifts. can be achieved. Further, at this time, the second brake B2 and the first one-way clutch F1 may also be engaged. Similarly, when downshifting from 4th gear to 3rd gear, the presence of the third one-way clutch Fo prevents the sun gear S from rotating faster in the forward direction than the input member ■ due to the release of the first brake B. This provides a time margin for the connection of the first clutch C1, which facilitates the actuation timing, and also prevents shift shock due to the shifting of the clutch, thereby achieving smooth shifting. Note that the 3rd gear is the same as the 1st, 2nd, and 3rd gears in the D range.

(f) Example Hereinafter, an example embodying the present invention will be described with reference to FIGS. 5 and 6.

(F-1) Embodiment of the First Invention The automatic transmission 30 equipped with a 3-speed automatic transmission mechanism section has a torque converter section 31, a 3-speed automatic transmission mechanism section 10, an additional transmission section, as shown in FIG. 33 and a differential section 35, and the brackets TL and other parts are housed in a j-lance axle housing 36, a transaxle case 37, and a transaxle cover 39, which are integrally joined to each other. The comparator structure 31 is connected to the torque converter 16 and the lock-up clutch 7' (see Figure 1 ff1), from the shaft 15 connected to the torque converter 16 and the lock-up clutch 16. The transmission is transmitted to the input shaft 45 in the automatic transmission mechanism section 10 through the oil flow inside or through the connection of the lock-up clutch 17. A valve body 46 is disposed at the top of the transaxle case 37, and an oil pump 47 is disposed between the automatic transmission mechanism section 10 and the torque converter section 31.
is installed.

The 3-speed automatic transmission mechanism section 10 includes a brake section 49 extending outward from the oil pump 47 in the axial direction from the engine output section.
, an output section 50, a planetary gear unit section 51, and a clutch section 52 are arranged in this order.
A hollow shaft 53 is fitted and rotatably supported. The planetary gear unit section 51 consists of a single gear unit 12 and a dual gear unit 13, and the single unit 12 has a sun gear S formed on a hollow shaft 53.
1, a carrier CR supporting a ring gear R1 and a pinion P meshing with these gears, and the dual unit 13 includes a sun gear S2 formed on a hollow shaft 53.
, ring gear R2, and the first gear meshing with sun gear S2.
Pinion P meshing with pinion P2 and ring gear R2
2 and a carrier CR2 that supports the two so as to mesh with each other. And these both units 12 and 13 are sun gear S
, , S2 are both made up of gears with the same number of teeth formed on the hollow shaft 53 (hereinafter simply referred to as S), and the carriers CR, ,
The CR is integrally composed of three side plates a, b, and e (hereinafter simply referred to as CR). In this example, the pinion P
1 and P2 are configured separately, but as shown in FIGS. 1 and 3, they may be configured as an integrated long pinion P, and both sun gears 5IPS2 may be configured in common. In addition, the brake section 49 is provided with a first way clutch F5, a second brake B2, and a first brake B1 in order from the inner diameter side toward the outer diameter direction, and furthermore, oil is provided at a position adjacent to each brake. Hydraulic actuators 55, 56 formed in the case of the pump 47 are arranged radially side by side. Note that the first brake B1 is interposed between the flange portion 53a at the tip of the hollow shaft 53 and the pump case 37a integrated with the seven-axle case 37, and the second brake B21. is interposed between the outer race of the first one-way clutch F and the pump case 37a, and the first one-way clutch F is interposed between the hollow shaft 53 and the second brake B2.

- On the other hand, the output section 50 has a counter drive gear 59 supported by a bearing 57 on a partition wall 37b formed in the axle case 37, and the gear 59 is connected to the carrier CR via a spline. There is. Further, the inner race portion of the bearing 57 is non-rotatably fixed to the partition wall 37b and extends outward, and a second one-way clutch is provided between the extended portion and a connecting portion integrally connected to the ring gear R2. F2 is involved. Further, a third brake B3 is interposed between the outer periphery of the ring gear R2 and the axle case 37, and a hydraulic actuator 60 is disposed on the side wall surface of the partition wall 37b. extending in the axial direction,
A return spring is provided in the comb teeth portion of the third brake B3 to control the third brake B3. The clutch section 52 includes a first (forward) clutch C4 and a second (direct) clutch C2, and is located at the tip of the automatic transmission mechanism section 20 and housed in the transaxle cover 39 portion. Further, a flange portion 45a is integrally connected to the tip of the input shaft 45, and the flange portion 45a
A movable member 62 is fitted into the movable member 6 .
2 is fitted with a piston member 63. Further, the movable member 62 forms an oil chamber 65 with the flange portion 45a at its inner diameter portion, and its outer diameter portion forms an oil chamber 65 between the flange portion 45a and the flange portion 45a.
511 so as to prevent only relative rotation, and is in contact with the first clutch with a slight distance d1 therebetween.
It constitutes a hydraulic actuator for clutch C1.

On the other hand, the piston member 63 forms an oil chamber 67 between the movable member 62 and the second clutch C2 on the opposite surface with a larger distance d2 (d, <d) between the second clutch C2 and the second clutch C2. Opposed to the clutch C is a hydraulic actuator for the second clutch C. Further, a spring 70 is compressed between the piston member 63 and a ring fixed to the flange connecting portion 45b, and the spring 701 is connected to the piston member 62 of both hydraulic actuators.
, 63 constitutes a common return spring. Further, the first clutch C8 is interposed between the outer inner circumference of the flange portion 45a and the outer circumference of the ring gear R8 of the single unit 1z, and the second clutch C2 is connected to the inner circumference of the movable member 62 and the tip of the hollow shaft 53. and the flange portion 53b.

-4, the transmission section 33 has a countershaft 71 rotatably supported by the axle case 37,
The tip of the shaft 71 has an Ashigoo drive (U/
A single planetary gear unit 72 for D) is provided. Further, a differential drive pinion 73 is connected to and supported by the shaft 71, and a counter driven gear 75 meshing with the counter drive gear 59 is disposed on the hollow boss portion 73a of the pinion 73.
is rotatably supported by bearings. Also,
The planetary gear unit 72 includes a sun gear S9, a carrier CR1 that supports a pinion P3 and is connected to a gear wheel drive pinion 73, and a ring gear R that is integrally connected to a counter driven gear 75.
Consists of 3. Further, a boss member 76 on which a sun gear S3 is formed is rotatably supported by the shaft 71, and a flange portion 76a is coupled to the boss member 76.

There is a fourth (1)/D) between the tip of the boss member 76 and the connecting member 37c connected to the axle case 37.
A one-way clutch F is interposed, and a fourth (U/
D) A brake B4 is provided. Further, a fourth (1)/D direct) clutch C3 is interposed between the inner circumference of the flange portion 76a and the carrier CR of the gear unit 72, and the clutch C9 is connected to the flange portion 6a.
It is controlled by a hydraulic actuator 77 formed inside. Note that a spring 80 for returning the actuator 77 is disposed inside the flanged side plate 79 constituting the carrier CR5.

In addition, the differential section 35 is connected to an axle case 37.
Left and right front axles 81 rotatably supported by
jl, 81r, differential gear unit 1-82
and a ring gear mount case 83. A ring gear 85 meshing with the differential differential drive gear 73 is fixed to the mount case 831, and the pinion 86 of the differential gear unit 82 is supported to constitute a differential carrier. In addition, the left and right side gears 8 of the differential gear unit 82
7j and 87r mesh with the differential gear 86 and are connected to left and right front axles 811' and 81r.

Since the present embodiment has the above-described configuration, engine torque is transmitted to the input shaft 45 of the three-speed automatic transmission mechanism section 10 via the torque converter section 31. Then, in the transmission mechanism section IO, each clutch C, , C2, each brake B, , B2 . Based on the operation of B, and each one-way clutch F, F2,
Three forward speeds and one reverse speed are obtained, and the changed rotations are transmitted from the counter drive gear 59 to the counter driven gear 75 of the additional transmission section 33. Then, in the additional transmission section 33, two transmissions, direct coupling and U/D, are combined to provide a total of four forward speeds (six speeds are possible in the maximum combination). That is, when the fourth brake B4 is actuated to release the fourth clutch C, the rotation of the ring gear R0 from the gear 75 is decelerated from the carrier CR3 based on the sun gear S3 stopped by the brake B4. D) is taken out as a rotation and transmitted to the differential drive pinion 73. At this time, the fourth one-way clutch F3 operates to bear the reaction force of the sun gear S together with the brake B4. Also, the fourth brake B4 is released and the fourth clutch C
When the two are connected, the rotation of ring gear R3 is directly transmitted to carrier CR3, and the direct rotation is directly transmitted to drive pinion 7.3.
transmitted to. In addition, automatic gear shifting! ! ! The combination of the structure section 10 and the additional transmission section 33 is such that the automatic transmission mechanism section 10 has 1st speed and 2nd speed.
, and the additional transmission section 33 is in the U/D state to obtain the overall 1st and 2nd speeds, and then, with the automatic transmission mechanism section 10 in the 2nd speed state, the additional transmission section 33 is switched to direct connection to obtain the overall transmission. Then, from this state, the automatic transmission mechanism section 10 is switched to third speed to obtain a total of four speeds. The fourth forward speed rotation is transmitted from the differential drive pinion 73 to the ring gear 85 of the differential section 35, and further transmitted to the left and right front axles 811, 81r by the differential gear unit 85 to drive the front wheels.

In addition, in the above-mentioned embodiment, the connection to the additional transmission section 33 and the U/D
Although a planetary gear unit 72 for switching is provided,
The additional transmission section 33 is provided with a reduction gear consisting of simple gears 75 and 73 without installing a planetary gear unit.
It may be used as a 3-speed automatic transmission based on the automatic transmission mechanism section 10, or it may be configured such that the additional transmission section 33 is eliminated and power is transmitted directly from the counter drive gear 59 to the ring gear 85 of the differential section 35. Of course it's a good thing.

(F-2) Second Embodiment of the Invention Next, an automatic transmission 90 including a four-speed automatic transmission mechanism will be described with reference to FIG. It should be noted that this automatic transmission differs from the previously described embodiment only in the clutch section of the automatic transmission mechanism section, so the other parts are given the same reference numerals and a description thereof will be omitted.

The automatic transmission 90 has a 4-speed automatic transmission mechanism section 20, and has a clutch section 52' at the tip of the transmission mechanism section 201, that is, the part covered by the transaxle cover 39'. . In the clutch portion 52', a third clutch C0 is disposed in parallel with the first clutch CI in the axial direction, and a third one-way clutch F0 is disposed between the return spring 70 and the flange portion 53b.

Therefore, since the third clutch C6 and the one-way clutch F are located at different positions in the radial direction, they are configured to be longer in the axial direction than the three-speed automatic transmission mechanism section 32 by approximately the width 1 of the clutch C0. Also, the first clutch C1 and the second clutch C1
Clutches C2 and their hydraulic actuators 62.
Reference numeral 63 is almost the same as the 3-speed automatic transmission mechanism section 10 described above, except that the ring gear R8, which is engaged with the first clutch C1, is engaged via a connecting member 92, and the second clutch C2 is engaged with the ring gear R8 via a connecting member 92. The difference is that the collar portion of the flange portion 53b that engages with the flange portion 53b is longer in the axial direction, and the flange portion 45a connected to the tip of the input shaft 45 is longer in the axial direction. There is. Then, a cylindrical movable member 93 is fitted onto the outer periphery of the flange portion 45a.
The inner circumferential surface of one end thereof is fitted in an oil-tight manner to a reaction member 95 fitted to the flange portion 45a, thereby forming an actuator for the third clutch C having an h11 chamber 96. Furthermore, a member 99 that can come into contact with the third clutch C6 is suspended and fixed in the inner diameter direction at the tip of the movable member 93, and a ring is fixed to the other end of the movable member 93 and the flange portion 45a. A return splice 100 is installed between the two.

Since the present embodiment has the above configuration, the rotation of the input shaft 45 to which power is transmitted via the torque converter section 31 is 4-speed automatic shift 8! In the structure 20, each clutch C according to the operation table shown in FIG. 4 mentioned above.

(:' 2 P coN each brake B,, B2.B
3 and each one-way clutch F,, F2. Based on the operation of Fo, four forward speeds and one reverse speed are obtained. Furthermore,
For the speed change rotation, two speeds of direct connection and U/D are combined in the additional speed change section 33, and six forward speeds (8 speeds are possible in the maximum combination) are obtained by integrating. In addition, in this combination, the first speed of the 4-speed automatic transmission mechanism section 20 and the I''/D of the additional transmission section 33 are combined to obtain the first speed as a whole, and then the additional transmission section is changed while the mechanism section 20 remains in the first speed. 33 to direct connection to obtain 2nd speed overall, and furthermore, set the mechanism section 20 to 2nd speed and connect the additional transmission section 33 to U/
By switching to one, 3 speeds are obtained overall, and then the additional transmission section 33
If only the automatic transmission mechanism 20 is switched to direct connection to obtain a total of 4 speeds, and in the directly connected state, the automatic transmission mechanism section 20 is switched to 3rd and 4th speeds to obtain a total of 5th and 6th speeds. Smooth” second desirable. Further, the state in which the automatic transmission mechanism section 20 is in the first speed and the additional transmission section 33 is in the U/D second speed state may be deleted, so that a total of five forward speeds can be obtained.

The above-mentioned automatic transmission 30 having the 3-speed automatic transmission mechanism 10 and the automatic transmission 30 having the 4-speed automatic transmission mechanism 20 [90 refers to ■. Lance axle case 37, transaxle housing 36, etc. It consists of almost all common parts and can be assembled on the same line with almost the same general equipment.
The re-automatic transmission 30.90 can be easily manufactured by only slightly changing the clutch portion 52.52'.

In the above-mentioned embodiment, the additional transmission section 33 is provided with a brane gear unit 72, but only a simple reduction gear is installed in the additional transmission section, and the 4-speed automatic transmission mechanism 20 is It may be used as an automatic transmission, and an additional transmission section 33 may also be provided.
Of course, it is also possible to eliminate the .

(g) As described in detail, according to the present invention, carriers CR, .
Although it uses a system that allows CR2 to be connected together to achieve miniaturization, since 1-lux from input member ■ is input to ring gears R, R2 except when moving in reverse, the tooth surface By reducing the tangential force acting on the shaft, the input permissible torque can be increased without increasing the tooth width or the capacity of the locking means, responding to the recent trend toward high horsepower in vehicles. Be able to do it. In addition, since the carrier CRs are integrally connected and the sun gear S is also integrally connected, it can be configured compactly and can cope with the installation space limitations due to F/F, etc. can be cleared. Furthermore, the third clutch C0 (
and third one-way clutch F. ) just add
It is possible to convert from the 3-speed automatic transmission mechanism 10 to the 4-speed automatic transmission mechanism 20, and it is possible to standardize manufacturing equipment and parts.
- Be able to respond without upping.

Also, three clutches C, , C2, C, and locking means, specifically three brakes B, , B2. B, three one-way clutches F, F2. It is possible to achieve a 4-speed automatic transmission mechanism 20 with Fo, and obtain a multi-speed automatic transmission with appropriate gear ratios.

In addition, by installing the one-way clutch F1, the second one-way clutch F2, and the third one-way clutch Fo (in the case of the 4-speed automatic transmission mechanism 20), all gear changes can be performed via the one-way clutch,
There is a time margin in the actuation timing, and the timing of clutch and brake actuation can be easily and reliably carried out, and shift shock caused by changing grips can be eliminated to achieve smooth shifts.

Furthermore, the sun gear S of the single planetary gear unit l-12 and the dual planetary gear unit 13 is made common, and the carrier pinion P of the single unit 12 is made common.
By forming a groove with a long pinion P that is integrated with one carrier pinion P2 of the dual-brane gear unit) and 13, workability and productivity can be improved, and further compactness can be achieved. .

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing a three-speed self-transmission mechanism according to the first invention, and FIG. 2 is a diagram showing the operating state of each element thereof. Further, FIG. 3 is a schematic diagram showing a four-speed automatic transmission mechanism according to the second invention, and FIG. 4 is a diagram showing the operating state of each element thereof. FIG. 5 is a sectional view showing an embodiment embodying the first invention, and FIG. 6 is a sectional view showing an embodiment embodying the second invention. In addition, Fig. 7 shows the conventional Ravigneau system (schematic diagram), and Fig. 8 shows the operating state of each element. Transmission mechanism: 2o/4-speed automatic transmission 8! structure, ■, 45
・Input member, 0 output member, C1-・first clutch, C2・second clutch, Sochi, co-third clutch, 81~B,, Fo-F2 locking means, B
, first brake, B2... second brake,
B3゛・Third brake, F・First one...1
Eikuratu f-, F2 second one-way clutch,
Fo/Third one-way clutch, RI P R2”
”J Nguya, s, s,, B2-Sangiya, P
,P,,F2. P2'...carrier pinion, C
R, CR,, CR2--+Ya')Ya.

Claims (6)

[Claims] (1) In an automatic transmission mechanism composed of a single planetary gear unit and a dual planetary gear unit, and configured by connecting carriers of both planetary gear units, the sun gears of both planetary gear units are connected to each other, and the carrier is used as an output member. and the input member is connected to the ring gear of the single planetary gear unit via the first clutch and to the sun gear via the second clutch, and further the sun gear and the ring gear of the dual planetary gear unit are connected by the locking means. An automatic transmission mechanism characterized in that the automatic transmission mechanism is configured to be able to stop, and torque from an input member is input to a ring gear of a single planetary gear unit during forward movement based on engagement of the first clutch. (2) The locking means for the sun gear includes a first brake that directly brakes rotation of the sun gear and a second brake that restricts rotation in one direction via a first one-way clutch, and the dual planetary gear unit 2. The automatic transmission mechanism according to claim 1, wherein the locking means for the ring gear comprises a third brake that directly brakes the ring gear and a second one-way clutch that restricts rotation of the ring gear in one direction. (3) A claim in which the sun gears of the single planetary gear unit and the dual planetary gear unit are integrated, and the carrier pinion of the single planetary gear unit and the carrier pinion of one of the dual planetary gear units are integrated long pinions. The automatic transmission mechanism according to item 1. (4) In an automatic transmission mechanism composed of a single planetary gear unit and a dual planetary gear unit, and configured by connecting carriers of both planetary gear units, the sun gears of both planetary gear units are connected to each other, and the carrier is used as an output member. and the input member is coupled to the ring gear of the single planetary gear unit via the first clutch, to the sun gear via the second clutch, and to the ring gear of the dual planetary gear unit via the third clutch. and the sun gear and the ring gear of the dual planetary gear unit are configured to be stopped by a locking means, and the ring gear of the single or dual planetary gear unit is connected when moving forward based on the connection of the first and/or third clutch. An automatic transmission mechanism characterized in that the automatic transmission mechanism is configured such that torque from an input member is input to the input member. (5) The locking means for the sun gear includes a first brake that directly brakes rotation of the sun gear and a second brake that restricts rotation in one direction via a first one-way clutch, and the dual planetary gear unit The locking means for the ring gear includes a third brake that directly brakes the ring gear and a second one-way clutch that restricts the rotation of the ring gear in one direction, and is provided between the input member and the sun gear to prevent rotation of the sun gear. 5. The automatic transmission mechanism according to claim 4, further comprising a third one-way clutch that restricts the rotation of the input member from exceeding the rotation of the input member. (6) The sun gears of the single planetary gear unit and the dual planetary gear unit are configured integrally, and the carrier pinion of the single planetary gear unit and the carrier pinion of one of the dual planetary gear units are configured as a long pinion integrally configured. The automatic transmission mechanism according to item 4.