KR930000497B1 - Auto transmission - Google Patents

Abstract

The gear changer having an aditional subsidiary gear changer at 2- shafts/3-speeds transmission, offers various speed changing ratios of 6-speeds forward and 2-speeds backward, improves fuel efficiency and accelerating ability, and reduces impact in speed changing. The gear changer having a planetary gear system including a forward sun gear, a small sun gear, an annulus gear a long pinion and a short pinion at the carrier, comprises a secondary planetary gear system (36) driven by subsidiary input gear (34) receiving power fromm main transmission (A); one-way clutch (03) and wet-type multi-disc brake (B3) for controlling subsidiary sun gear shaft (46) at the system (36); wet-type multi-disc clutch (C3) for intermitting between subsidiary carrier (44) and the shaft (46).

Description

2-axis 6-speed transmission mechanism for automatic transmission

1 is a power transmission system diagram related to a conventional automatic transmission transmission mechanism.

2 is a power transmission system diagram of a two-axis six-speed mechanism according to the present invention.

3 shows a first planetary gear device related to the peripheral speed of FIG.

4 is a view showing a second planetary gear device related to the sub transmission part of FIG.

5 is a speed diagram of a fourth transmission portion.

6 is a speed diagram when the transmission mechanism according to the present invention is used as a four speed transmission device.

7 is a speed diagram when the transmission mechanism according to the present invention is used as a five-speed transmission.

8 is a speed diagram when the transmission mechanism according to the present invention is used as a six-speed transmission.

FIG. 9 is a power transmission schematic diagram showing another embodiment related to FIG.

* Explanation of symbols for main parts of the drawings

2: forward sun gear shaft 4: backward sun gear shaft

6: transmission case 8: forward sun gear

10: reverse sun gear 12: first planetary gear device

14, 44: carrier 16: short pinion gear

18: long pinion gear 20: annulus gear

22: transfer drive gear 24: first gear

26: second gear 28, 54: longitudinal reduction gear

30: main output shaft 32: main output gear

34: sub-input gear 36: second planetary gear device

38: secondary annular gear 40: volume ion gear

42: sub-sun gear 46: sub-sun gear shaft

50: sub output shaft 52: sub output gear

01, 02, 03: One-way clutch BO: Kick down band brake

B1, B2, B3: Wet multi-plate brake C1: Front clutch

C2: back clutch E: engine

T: Torque Converter P: Pump

R: Turbine X1: Input shaft

S: Stator X2: Idle Axis

X3: Drive axle D: Automatic gear device

The present invention relates to a two-shaft six-speed transmission mechanism of an automatic transmission for a vehicle, and more particularly, by adding one sub transmission to an existing two-axis three-speed transmission so that various transmission ratios of six forward speeds and two reverse speeds can be obtained. In addition, the present invention relates to a two-axis six-speed transmission mechanism of an automatic transmission for a vehicle that improves fuel economy and acceleration performance of a vehicle and reduces a shock during a shift.

The transmission increases or decreases the rotational force of the engine according to the change of the driving condition of the vehicle and also has a reverse device for reversing the vehicle.

Such a transmission includes a manual transmission in which a shift operation is directly performed by a driver, and an automatic transmission that automatically shifts in accordance with a load applied to an engine.

The automatic transmission typically includes a kick down band brake and a front rear clutch automatically acting to restrain or release the vehicle according to the driving speed of the vehicle, the load of the engine, and the position of the shift lever. It is equipped with a hydraulic shift control device that shifts smoothly.

The hydraulic shift control device supplies a hydraulic pressure generated from an oil pump to a regulator valve, a governor valve, a manual valve, a pressure regulating valve, and the like so that the clutch and the brake are operated to shift.

This hydraulic shift control device is driven by the torque of the torque converter running with the engine.

The torque converter is fixed to the crankshaft of the engine and rotates together when the engine is running, a turbine disposed opposite to the pump impeller and splined to the transmission shaft of the transmission, and interposed between the pump impeller and the turbine so that the oil flow direction It is composed of a stator that changes.

When the pump impeller is rotationally driven by the engine, the oil stored therein is ejected to the turbine by centrifugal force, which imparts rotational force to the turbine and then flows out to the stator.

In addition, since the oil changes direction in the stator and returns to the pump impeller and pressurizes it in the driving direction, the rotation speed of the pump impeller is accelerated so that the force applied to the turbine increases, thus increasing the torque of the turbine.

Since the stator is installed on the fixed shaft with the one-way clutch in between, if the pump impeller is faster than the rotational speed of the turbine, the stator is fixed on the fixed shaft to change the flow of oil.

However, when the speed of the turbine approaches 0.8 of the pump impeller, the flow of oil acts on the back of the stator so that the stator coincides with the direction of rotation of the pump impeller or turbine.

The torque converter then acts as a fluid clutch.

In general, an automatic transmission used in a passenger car uses a single Ravigneaux or Simpson planetary gear unit to obtain a three-speed forward / one reverse or four-speed forward / one reverse gear. It is supposed to be.

However, in recent years, the versatility and enlargement of automobiles are required, and since the continuous high speed operation is performed, the conventional transmission having three forward speeds or four forward speeds lacks the reliability and durability corresponding to the power performance of a high-power engine. However, it is impossible to run with low fuel consumption and low noise.

FIG. 1 is a schematic view showing a conventional lavender transmission mechanism in which shifting is performed by the hydraulic shift control device as described above, and reference numeral X1 denotes an input shaft for driving a torque converter and a pump impeller by receiving rotational force of an engine.

A hollow forward sun gear shaft 2 is inserted into the outer periphery of the input shaft X1, and the input shaft X1 and the forward sun gear shaft 2 are interrupted by the front clutch C1.

The hollow reverse sun gear shaft 4 inserted into the outer circumference of the forward sun gear shaft 2 is interrupted from the input shaft X1 by the back clutch C2, and the reverse sun gear shaft 4 A kick down band brake B1 is provided to control the rotation of the reverse sun gear shaft 4 to the inner side of the transmission case 6 corresponding to the outer circumference.

On one side of the forward sun gear shaft 2 and the reverse sun gear shaft 4, the forward sun gear 8 and the reverse sun gear 10 are provided.

The forward sun gear 8 included in the planetary gear device 12 is gear connected to the long pinion 18 so as to be capable of power transmission via the short pinion 16 equally disposed at 120 degrees by the carrier 14. do.

The reverse sun gear 10 is toothed directly to the long pinion 18, and the long pinion 18 is toothed to the inner surface of the annular gear 20.

The carrier 14 for interconnecting the short pinion 16 and the long pinion 18 described above is connected to the one-way clutch O _{2 at} one side and is disposed on the inner side of the transmission case 6. It is controlled by the wet multi-plate brake B2.

The annular gear 20 is integrally formed with a transfer drive gear 22 geared to the first gear 24 of the idle shaft X2.

In addition, the second gear 26 provided on the other side of the idle shaft X2 is connected to the differential device D via the longitudinal reduction gear 28 to drive the drive axle X3.

In the conventional transmission mechanism configured as described above, when the rotational force of the engine is transmitted to the input shaft (X1) through the torque converter, the valve body (not shown) is controlled by the oil pressure of the oil pump, and according to the position of the shift lever, the front rear clutch (C1) (C2) and the kick-down band brake (B1) and the wet multi-plate brake (B2) is selectively operated so that the predetermined shifting power is transmitted to the differential device (D) to drive the driving axle (X3). The operation of the shift stage will be described in detail as follows.

[P (parking) range and N (neutral) range]

All the clutches C1 and C2 and the brakes B1 and B2 are released, so that the rotational force of the input shaft X1 is not transmitted to the drive axle X3.

Therefore, the driving axle X3 is not driven at this position, and thus the vehicle is in a stopped state.

In particular, in the P range, a separate locking device installed in the transmission operates together to restrain the rotation of the wheels.

[D (driving) range 1 speed]

Since only the front clutch C1 operates, the rotational force of the input shaft X1 is transmitted to the forward sun gear shaft 2 so that the forward sun gear 8 is driven continuously.

The short pinion 16 is driven by the forward sun gear 8 to rotate the carrier 14, but the forward direction of the carrier 14 is only a forward sun gear since the direction of rotation of the carrier 14 is a direction constrained by the one-way clutch C3. Rotation of (8) merely drives the long pinion 18 via the short pinion 16.

Again, the rotation of the long pinion 18 is transmitted to the transfer drive gear 22 via the annular gear 20 so that it is driven in rotation, resulting in the rotational speed of the input shaft X1 / transfer drive gear ( The rotational speed of 22) is a speed ratio, which is actually about 2.846.

The rotation of the transfer drive gear 22 thus shifted is transmitted to the first gear 24 of the idle shaft X2 to drive the differential device D through the second gear 26 to drive the drive axle X3. Rotated.

[D range 2 speed]

Since only the front clutch (C1) and the kick-down band brake (B1) operate at the same time, the rotational force of the input shaft (X1) is transmitted to the forward sun gear (8) and rotates clockwise, so the long pinion is interposed through the short pinion (16). On 18 power transmission is achieved. On the other hand, since the reverse sun gear shaft 4 is constrained by the kick-down band brake B1, the long pinion 18 is a planetary gear movement on the reverse sun gear 10, thus supporting the carrier. Reference numeral 14 is an orbital motion in the direction of release from the one-way clutch C3.

By the orbiting motion of the long pinion 18, the annular gear 20 rotates faster than the first speed to obtain a second speed ratio of 1.581.

[D range 3 speed]

Since only the front rear clutch (C1) (C2) operates simultaneously, the rotational force of the input shaft (X1) is transmitted to both the forward sun gear shaft (2) and the reverse sun gear shaft (4) so that the forward sun gear (8) and the reverse sun gear ( 10) is driven in the same direction.

As a result, between the short pinion 16 and the long pinion 18, the locking state is impossible, and the entire planetary gear device 12 rotates as one, so that the rotation speed of the transfer drive gear 22 is changed to the input shaft ( It becomes equal to the rotation speed of X1).

Therefore, the gear ratio is 1.0.

[2 ranges 1 and 2 speed]

2 ranges are automatically shifted to only 1↔ 2 speeds and do not cross over to 3 speeds. As a range to achieve this, it appears with the same shifting action as the first and second speeds of the D range.

[L range]

The L range is a range that achieves the effect of the engine brake so that when driving down a steep downhill road, or a steep curve continuous slope, the engine can be safely driven.

Only the front clutch C1 and the wet multi-plate brake B2 are operated so that the rotation of the input shaft X1 is transmitted to the forward sun gear shaft 2. On the other hand, since the wet multi-plate brake B2 restrains the carrier 14, the inertial energy of the vehicle is driven by the drive shaft X3, the planetary gear device 12, the forward sun gear 8, the forward sun gear shaft 2, And by being transmitted to the engine along the path of the first speed of the D range leading to the input shaft (X1), the effect of the engine brake can be applied to the drive shaft (X3).

[R (reverse) range]

In the R range, only the rear clutch (C3) and the wet multi-plate brake (B2) are operated so that the rotational force of the input shaft (X1) is transmitted to the reverse sun gear (10) through the reverse sun gear shaft (4), and the wet multi-plate brake (B2). Since the pinion 18 is fixed to the carrier 14, the long pinion 18 is driven to rotate the annular gear 20 while rotating.

Therefore, the rotation direction of the transfer drive gear 22 connected to the annular gear 20 is changed.

Table 1 shows the operation of clutches and brakes operated in the above ranges and shift stages.

TABLE 1

※ ○ mark means operation

As described above, the two-axis three-speed transmission mechanism has a structure in which only a forward three-speed transmission ratio can be obtained. Therefore, when applied to a medium-sized vehicle or more, there are limitations in fuel economy, acceleration performance, and runability.

The present invention has been invented to solve the problems of the prior art as described above, the object of the present invention is to add a sub transmission to the conventional two-axis three-speed transmission, the speed ratio of up to 6 forward speed, 2 reverse speed. The purpose of the present invention is to provide a two-axis six-speed transmission mechanism of an automatic transmission for a vehicle that can improve the fuel economy, acceleration performance, driving performance, etc. of the vehicle, and reduce the transmission shock during the two-speed to three-speed shift.

In order to realize the object as described above, the present invention provides a pinion and a long pinion and an annular gear of a carrier whose rotational force of the input shaft is constrained by the forward sun gear shaft and the one-way clutch by the operation of the front clutch. Is transmitted to the small sun gear, and the first shift state is performed. In this first shift state, the brake restrains the reverse sun gear axis to allow the carrier to revolve so that the rotation speed of the long pinion is added to the forward sun gear. It is transmitted to the sun gear and is in the second shift state, and the front rear clutch is operated simultaneously so that the rotational force of the input shaft is transmitted to the forward and backward sun gear shaft so that the gear connection between the short pinion and the long pinion of the carrier is locked and the transmission ratio A transmission mechanism including a planetary gear device for causing a third gear shift state of 1.0 to a peripheral speed portion, wherein It has a second planetary gear device that follows the operation of the peripheral speed and is driven by the sub-input gear. The sub-sun gear shaft of the second planetary gear device is controlled by the one-way clutch and the wet multi-plate brake, and is connected to the sub-output shaft. The output gear of the peripheral speed and the differential device of the peripheral speed of the peripheral speed of the sub-speed gear that is intermittently interposed between the carrier and the wet multi-plate clutch to reduce the speed between the sub-input gear and the sub-output gear at a speed ratio of 1: 1 or higher. A two-axis six-speed transmission mechanism for an automatic transmission for a vehicle configured to subdivide the output of the peripheral speed by interposed between the longitudinal reduction gears is proposed.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

2 is a power transmission system diagram of the two-axis six-speed transmission mechanism of the present invention, the same reference numerals are given to the same parts as in FIG. 1 to avoid duplication of explanation.

As the rotational force of the engine E is transmitted to the pump P of the torque converter T, the pump P is rotated, and as the oil is circulated by the rotation of the pump P, the turbine R is rotated. The input shaft X1 is rotationally driven.

The hollow forward sun gear shaft 2 is inserted into the input shaft X1 so as to be rotatable separately, and the intermittent control is made possible by the front clutch C1.

In addition, a hollow reverse sun gear shaft 4 is also rotatably installed on the outer circumference of the forward sun gear shaft 2, and a rear clutch C2 is installed at the rear end thereof so that the input shaft X1 and the intermittent zeder are not included. It is configured to.

At the same time, the reverse sun gear shaft 4 is installed to be restrained by the wet multi-plate brake B1 fixed to the transmission case 6, and the one-way clutch between the wet multi-plate brakes B1 of the rear clutch C2. (01) is provided.

A forward sun gear 8 is provided at one end of the above forward sun gear shaft 2, and a reverse sun gear 10 is provided at the reverse sun gear shaft 4, and both sun gears 8 are provided. Numeral 10 is included in the first planetary gear device 12.

In the first planetary gear device 12, the forward sun gear 8 is interdigitated with three short pinion gears 16 equally disposed on the carrier 14, while these short pinion gears 16 are again The reverse sun gear 10 is connected to the pinion gear 14 by the long pinion gear 16 while the reverse sun gear 10 is connected to the annular gear 20 via the long pinion gear 18. The gears are connected together to form a peripheral inner portion (A).

More specifically, in the first planetary gear device 12, short pinion gears 16 are geared to the outer circumferential side of the forward sun gear 8 as shown in FIG. 3, and these short pinion gears 16 The gear is connected to the long pinion gear 16 that is geared to the inner circumference of the annular gear 20, and the reverse sun gear 10 is geared to the long pinion gear 18.

The carrier 14 connects the center of the short pinion gear 16 and the center of the long pinion gear 18 in the above-described gear configuration to form a single rotating body.

By this configuration, the reverse sun gear 10 is also directly toothed with the long pinion gear 18 so that power transmission is possible.

Referring to FIG. 2 again, the carrier 14 may be rotated only in a predetermined direction by the one-way clutch 02 and the rotation may be stopped by the wet multi-plate brake B2 fixed to the transmission case 6. It is.

The annular gear 20 has a main output shaft 30 at one end thereof, and the main output shaft 32 is provided with a main output gear 32.

In addition, the sub-input gear 34 of the sub transmission B is gear-connected to the main output gear 32.

The sub-input gear 34 is coaxially connected with the sub-annular gear 38 constituting the second planetary gear device 36 so as to transmit rotational force to the second planetary gear device 36.

The secondary annular gear 38 is internally connected with a number of volumetric gears 40 equally arranged on the secondary carrier 44.

In addition, the volume ion gear 40 supported by the subcarrier 44 is connected to the sub sun gear 42 again, while the sub sun gear shaft 46 supporting the sub sun gear 42 and the sub sun gear shaft 46 are negatively connected. The wet multi-plate clutch 63 is interposed between the carriers 44 so that intermittent control can be performed between both.

4 is a view showing the gear arrangement of the second planetary gear device 36 constituting the sub transmission B, wherein the sub-annular gear 38 and the sub-sun gear 42 are disposed on the sub-carrier 44. It is depicted that the volume ion gear 40 disposed in three portions in the tooth can be rotated integrally by gear connection.

Referring back to FIG. 2, one side end of the sub sun gear shaft 46 is interference-controlled by the wet multi-plate brake B3 and the one-way clutch 03 fixed to the inner side of the transmission case 6.

The subcarrier 44 has a sub output shaft 50 at one end thereof, and the sub output shaft 50 supports the sub output gear 52.

The sub-output gear 52 is tooth-connected with the longitudinal reduction gear 54 of the differential device D to transmit power.

The two-axis six-speed transmission mechanism of the present invention configured as described above may be arbitrarily selected to operate from four to six speeds.

First, an operation example of the four speed transmission mechanism will be described.

[D range 1 speed]

Only the front clutch C1 of the peripheral speed portion A operates, and the sub transmission portion B does nothing, but the rotation direction of the sub sun gear shaft 46 is limited by the one-way clutch 03.

Therefore, the rotational force of the input shaft X1 is transmitted to the forward sun gear shaft 2 so that the forward sun gear 8 is driven to follow.

In addition, the short pinion 16 is driven by the forward sun gear 8 to rotate the carrier 14, but the carrier 14 rotation direction at this time is a direction that is constrained by the one-way clutch C3, only forward Since the rotation of the sun gear 8 only drives the long pinion 18 via the short pinion 16, the annulus gear 20 has a gear ratio of 2.846 corresponding to 1 speed of the 3 speed transmission. do.

Again, the rotation of the annular gear 20 is transmitted to the sub-input gear 34 of the sub transmission B via the output gear 32 so that the sub-annular gear 38 is driven.

However, in the sub transmission part B, the interlocking rotation direction of the sub sun gear 44 becomes opposite to the direction limited by the one-way clutch 03, that is, the rotation direction of the subcarrier 44, and thus cannot be rotated. The rotational speed of the rudder gear 38 is equal to the revolution speed that the volumetric gear 40 performs on the outer circumference of the sub-sun gear 44. As a result, the sub-output shaft 50 transmits power to the subordinate gear 54 while decelerating and rotating at a lower speed than the rotation speed of the sub-annular gear 38, so that the sub-output shaft 50 exhibits a transmission ratio higher than 1 speed of the 3-speed transmission mechanism. do.

[D range 2 speed (same as conventional D range 1 speed)]

The peripheral speed portion A operates only the front clutch C1 as in the above-described first speed state, and the sub transmission portion B operates the wet multi-plate clutch C3.

The input shaft X1 rotates the annular gear 20 through the forward sun gear shaft 2, the forward sun gear 8, the short pinion 16, and the long pinion 18, so that the above-mentioned D range The speed ratio of 1 speed is maintained.

Meanwhile, in the sub transmission B, the wet multi-plate clutch C3 is integrally connected between the sub sun gear shafts 46 of the sub carrier 14 so that the sub sun gear shaft 46 is the same as the sub carrier 44. It will be in a state to rotate in the direction.

As a result, the volume ion gear 40 supported by the subcarrier 44 is locked with the sub sun gear 42 and rotates together, so that the sub output gear 52 is of the sub-annular gear 38 and 1: 1. It is driven by the gear ratio.

Therefore, the sub-input gear 34 is transferred to the subordinate gear 54 as it is without increasing or decreasing the speed ratio of 2.846 received through the output gear 32, thereby exhibiting a speed ratio of 2.846 corresponding to the second speed of the present invention.

Since the above-described two-speed shifting process operates only the wet multi-plate clutch C3 of the sub-shift part B, unlike the conventional kick-down band brake operating method, the shift control can be simplified and the shifting shock degree is also increased. It will be greatly reduced.

[D range 3 speeds (same as conventional D range 2 speeds)]

Only the front clutch C1 and the wet multi-plate brake B1 operate in the peripheral speed portion A, and the sub-transmission portion B operates only the wet multi-plate clutch C3 as in the above-described second speed state.

The rotational force of the input shaft X1 is transmitted to the long pinion 18 via the forward sun gear 8 and the short pinion 16.

On the other hand, since the reverse sun gear shaft 4 is constrained by the wet multi-plate brake B1, the long pinion 18 is a planetary gear movement on the reverse sun gear 10, and thus supports the carrier ( 14 is orbital movement in a direction not limited to the one-way clutch (C3).

By the idle motion of the long pinion 18, the annular gear 20 drives the output gear 32 at a transmission ratio of 1.581 corresponding to the second speed of the conventional transmission.

Since the sub transmission B is maintained at the above-described second speed state, the rotational speed of the output gear 32 transmitted to the sub input gear 34 is maintained as the vertical reduction gear 54 via the sub output rear 52 as it is. In this case, the transmission ratio is 1.581, which corresponds to the second speed of the three-speed transmission.

[D range four speed]

The front rear clutch (C1) (C2) and the wet multi-plate brake (B1) is operated at the peripheral speed (A), and the sub-speed (B) is operated only the wet multi-plate clutch (C3) as in the above-described third speed. .

The rotational force of the input shaft (X1) is transmitted to the forward reverse sun gear (8) (10) to rotate the short pinion gear (16) and the long pinion gear (18), and also to operate the wet multi-plate brake (B1). Since the one-way clutch 02 is released, the carrier 14 also rotates together.

Since the rotation direction of the forward reverse sun gears 8 and 10 becomes the same direction, the first planetary gear device 12 is locked between the short pinion gear 16 and the long pinion gear 18. Is rotated integrally so that the rotational speed of the output gear 32 represents a speed ratio of 1: 1, which is the same as the rotational speed of the input shaft (X1).

On the other hand, since the sub transmission B only has the wet multi-plate clutch C3 operating, the speed ratio here is also 1: 1, and the transmission ratio between the input shaft X1 and the sub output gear 52 as a whole is 1: 1. Will appear.

Also in the 4-speed changeover, since the one-way clutch 01 is released by the operation of the rear clutch C2, shift control becomes easy and the shock during shifting is significantly reduced.

[R Range (Reverse)]

In the peripheral speed portion (A), the rear clutch (C2), the wet multi-plate brake (B2), and the sub transmission (B) operates only the wet multi-plate brake (B3).

The peripheral speed portion A generates reverse thrust force through the reverse sun gear 10, the long pinion gear 20, and the annular gear 20, as in the conventional three speed transmission mechanism, and the sub transmission B ) Decelerates the output of the peripheral speed portion A and transmits it to the longitudinal reduction gear 54.

[L range (1 speed fixed)]

In the peripheral speed portion (A), the front clutch (C1), the wet multi-plate brake (B2), and the sub transmission (B) is operated only the wet multi-plate clutch (C3).

The inertial energy of the vehicle transmitted to the output gear 32 of the peripheral speed A through the drive axle X3 and the sub transmission B is that the carrier 14 is fixed by the wet multi-plate brake B2. Accordingly, the first planetary gear device 12, the forward sun gear, the forward sun gear shaft 2, and the input shaft X1 are transmitted to the engine in reverse and appear as an engine brake.

FIG. 6 is a diagram showing a shift speed diagram when the present invention is used as a four-speed transmission mechanism, wherein speeds 1, 2, and 3 of the peripheral speed A are further increased to 1, 2, 3, 4 speed from the sub-speed B. FIG. It shows that the output is broken down.

In this embodiment, in particular, since the speed difference is subdivided between the 1st and 2nd speeds, the impact at the time of shifting can be greatly reduced.

Table 2 shows the operation of clutches and brakes operated in the above ranges and shift stages.

TABLE 2

※ ○ mark means operation

Next, an example in which the present invention is used as a five-speed transmission mechanism will be described.

[D range 1 speed]

It is the same as D range 1 speed of the above-mentioned 4-speed use example.

[D range 2 speed]

In the peripheral speed portion A, the front clutch C1, the wet multi-plate brake B1, the one-way clutch 01, and the sub transmission B act only on the one-way clutch 03 as in the first speed.

The rotational force of the input shaft (X1) is transmitted to the forward sun gear (8) to rotate the short pinion gear 16 and the long pinion gear (18) of the first planetary gear device 12, wherein the wet multi-plate brake ( Since the reverse sun gear 10 is fixed by the B1) and the one-way clutch 01, the carrier 14 rotates while the output gear 32 is driven by the annular gear 20 while the carrier 14 rotates.

Since the state of the peripheral speed portion A is the same as the third speed in the above-mentioned four-speed transmission mechanism example, the speed ratio of 1.581 will be represented.

On the other hand, since the sub sun gear 42 is fixed to the sub sun gear 42 by the one-way clutch 03, the rotation speed transmitted through the sub input gear 34 is decelerated to drive the longitudinal reduction gear 54. The speed ratio of the sub output gear 52 to be rotated becomes a speed ratio higher than 1.581.

[D range 3 speeds (same as conventional D range 2 speeds)]

The peripheral speed portion A is operated in the same manner as in the above-described second speed, and the wet multi-plate clutch C3 operates only in the sub transmission portion B. FIG.

Therefore, the speed ratio of the peripheral speed A is 1.581, and the speed ratio between the sub-input gear 34 and the sub-output gear 52 of the sub-speed B is 1: 1, so that the longitudinal reduction gear 54 is 1.581. Rotation is driven at a gear ratio of.

[D range four speed]

The front rear clutch C1, C2, the wet multi-plate brake B1 and the sub transmission B are operated only at the peripheral speed A of the one-way clutch 03.

Peripheral speed portion A operates in such a manner that the speed ratio between input shaft X1 and output gear 32 is 1: 1 in the same manner as the state of D range 4 speed in the above-mentioned four-speed transmission mechanism example. As the only one-way clutch (03) acts to reduce the rotational speed received through the output gear 32 to drive the longitudinal reduction gear 54 is driven.

In this case, too, if only the rear clutch C2 is actuated, the one-way clutch 01 is released, thereby facilitating shift control.

[D range 5 speed]

In the example of use of the above four-speed transmission mechanism, the speed ratio of 1: 1 is the same as that of the D range four-speed state.

Also, the R and L lanes in this embodiment appear the same as in the four speed transmission mechanism.

FIG. 7 is a diagram showing a shift speed diagram when the present invention is used as a five-speed transmission mechanism, wherein speeds 1, 2, and 3 of the peripheral speed A are 1, 2, 3, 4, 5 speed in the sub-speed B. FIG. It shows that the output is further divided by.

In particular, the 2nd and 3rd speeds are subdivided to further reduce the shift ratio of each stage.

Table 3 shows the operation of clutches and brakes operated in the above ranges and shift stages.

TABLE 3

※ ○ mark means operation

Next, an example in which the present invention is used as a six-speed transmission mechanism will be described.

[D range 1 speed]

It is the same as D range 1 speed of the above-mentioned 5-speed use example.

[D range 2 speed]

The speed ratio of 2.846 is the same as that of the D range 2 speed of the above-mentioned four-speed use example.

[D range 3 speed]

The peripheral speed portion A is operated in the same manner as the D range 3 speed in the above-mentioned 5-speed use example, and the one-way clutch 03 is operated in the sub transmission portion B. FIG.

Therefore, the speed ratio of the peripheral speed A is 1.581, and this speed ratio is further decelerated through the sub transmission B so that the speed reduction gear 54 is transmitted to the speed reduction gear 54 so that the speed reduction gear 54 rotates at a speed ratio higher than 1.581. Driven.

[D range 4 speed (same as conventional D range 2 speed)]

The speed ratio of 1.581 corresponding to the second speed of the conventional transmission mechanism is shown, which is the same as the D range third speed of the fourth speed use example or the D range third speed of the fifth speed use example.

[D range 5 speed]

It is the same as the fourth speed state of the above-mentioned five speed usage example.

[D-range 6 speed]

It is the same as the fifth speed state of the above-mentioned fifth speed use example.

Also in this embodiment, the R and L ranges are the same as in the case of the 4th and 5th speed use examples.

8 is a diagram showing a shift speed diagram when the present invention is used as a six-speed transmission mechanism, wherein one, two, three speeds of the peripheral speed portion A are one, two, three, four, five, It shows that the output is further divided into six speeds.

Table 1 shows the operation of clutches and brakes operated in the above ranges and shift stages.

TABLE 4

※ ○ mark means operation

In the above-described transmission mechanism of the present invention, the auxiliary transmission portion B may be configured as shown in FIG.

In the embodiment illustrated in FIG. 9, the same parts as the above-described sub transmission B are denoted by the same reference numerals to avoid duplication of explanation.

In this embodiment, the subsun gear shaft 46 and the subannular gear 38 can be interrupted by the wet multi-plate clutch 53.

When the power is transmitted to the input gear 34 by such a configuration, the one-way clutch 03 acts to fix the sub-sun gear 42, so that the deceleration state is achieved. When the wet multi-plate clutch C3 acts, the negative input is applied. Since the rotational force of the gear 34 is simultaneously transmitted to the sub-sun gear 42 and the sub-annular gear 40, it is in a constant speed state in which the ratio between the sub-input gear 34 and the sub-output gear 52 becomes a gear ratio of 1: 1. Thus, shifting in two stages can be performed.

As described above, according to the present invention, the sub transmission B may exhibit two speed ratios, and thus, the transmission shifter according to the present invention may be shifted in two steps up to reverse.

The process of reverse shifting in two stages is as follows.

In the state where only the back clutch C2 and the wet multi-plate brake B2 of the peripheral speed A are operated, the rotational force of the input shaft X1 rotates the reverse sun gear 10 through the reverse sun gear shaft 4.

The long pinion gear 18 is rotated by the rotational force. Since the carrier 14 is fixed by the wet multi-plate brake B2, the annular gear 20 receives the reduced rotational force and the sub-transmission B. To drive the negative input gear 34 of.

The rotational force transmitted to the sub-input gear 34 rotates the sub-annular gear 38, which is integrated with the sub-input gear 34. At this time, when the one-way clutch 03 acts to fix the sub-sun gear 42, the volumetric gear ( Only the number of revolutions of 40) becomes the 1st speed reverse through the sub output gear 52.

In this state, when the wet multi-plate clutch C3 of the sub transmission B is operated, the volumeion gear 40 and the sub-sun gear 42 are locked so that the second planetary gear device 36 is the sub-input gear 34. ) And the sub-output gear 52 has a gear ratio of 1: 1, so that the reverse speed is higher than the reverse speed 1 and the second speed is increased.

As described above, the transmission mechanism of the present invention can obtain a maximum speed shift ratio of 6 forward speeds and 2 reverse speeds by simply adding a sub transmission portion to a 3 speed transmission mechanism. Since it can be applied, there is an advantage that it can be used universally regardless of the vehicle type, and since the shift ratio difference between the respective shift stages is reduced, it is possible to reduce the shock during shifting as well as to improve fuel efficiency and driving performance.

Claims (2)

By operating the front clutch, the rotational force of the input shaft is transmitted to the small sun gear via the short pinion, the long pinion of the carrier constrained by the one-way clutch and the forward sun gear of the forward sun gear shaft, and the annular gear. In this first shifting state, the brake restrains the reverse sun gear shaft to allow the carrier to be processed so that the rotation speed of the long pinion is combined with the forward sun gear to be transmitted to the small sun gear to be in the second shift state. In addition, the front and rear clutches are operated simultaneously so that the rotational force of the input shaft is transmitted to the forward reverse sun gear shaft, so that the gear connection between the short pinion and the long pinion of the carrier is locked so that the gear ratio becomes the third shift state with a gear ratio of 1.0. In the shift mechanism comprising a as a peripheral speed, the power of the peripheral speed (A) is received to the sub-input gear 34 The second planetary gear device 36 is rotated in parallel, and the sub sun gear shaft 46 of the second planetary gear device 36 is controlled by the one-way clutch 03 and the wet multi-plate brake B3. Intermittent between the sub-output shaft 50 and the sub-carrier 44 through the wet multi-plate clutch C3, the ratio between the sub-input gear 34 and the sub-output gear 52 is a 1: 1 ratio or higher. The sub transmission part B, which is to be decelerated at a speed ratio, is interposed between the output gear 32 of the peripheral speed part A and the longitudinal reduction gear 54 of the differential device D. Two-axis six-speed transmission mechanism of the automatic transmission for vehicles configured to subdivide the output. 2. The two axes of the automatic transmission for a vehicle according to claim 1, wherein the wet multi-plate clutch C3 of the sub transmission B is interposed between the sub sun gear shaft 46 and the sub annular gear 38. 6-speed gearbox.