WO2013146031A1 - 自動変速機装置 - Google Patents
自動変速機装置 Download PDFInfo
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- WO2013146031A1 WO2013146031A1 PCT/JP2013/055057 JP2013055057W WO2013146031A1 WO 2013146031 A1 WO2013146031 A1 WO 2013146031A1 JP 2013055057 W JP2013055057 W JP 2013055057W WO 2013146031 A1 WO2013146031 A1 WO 2013146031A1
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- WIPO (PCT)
- Prior art keywords
- brake
- clutch
- planetary gear
- rotating element
- gear mechanism
- Prior art date
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H2003/442—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion comprising two or more sets of orbital gears arranged in a single plane
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
Definitions
- the present invention relates to an automatic transmission apparatus that shifts the power input to an input member and outputs it to an output member.
- the conventional automatic transmission device 901 as the background art includes sun gears 911, 921, 931, and 941 as external gears and ring gears 913, 923, 933, and 943 as internal gears.
- the sun gear 911 and the sun gear 921 are connected by a first connecting element 951, the ring gear 913 and the carrier 912 are connected by a second connecting element 952, and the ring gear 923, the carrier 932, and the carrier 942 are connected by a third connecting element 953.
- the fourth planetary gear mechanism 940 is formed on the outer peripheral side of the third planetary gear mechanism 930, and the ring gear 933 and the sun gear 941 are connected by a fourth connecting element 954.
- the sun gear 931 is connected to the input shaft 903 via the clutch C1 and is connected to the case 902 via the brake B1, and the second connecting element 852 is connected to the input shaft 903 via the clutch C2. Yes.
- the third coupling element 953 is connected to the input shaft 903 via the dog clutch DC
- the first coupling element 951 is connected to the case 902 via the dog brake DB
- the fourth planetary gear mechanism 940 Ring gear 943 is connected to case 902 via brake B902.
- An output gear 904 is connected to the ring gear 913 of the first planetary gear mechanism 910.
- the gear ratios ⁇ 1, ⁇ 2, ⁇ 3, and ⁇ 4 of the first to fourth planetary gear mechanisms 910, 920, 930, and 940 (the number of sun gear teeth / ring gear of each planetary gear mechanism).
- the number of teeth) is set to 0.36, 0.36, 0.56, and 0.66.
- the gear ratio width calculated as the gear ratio of the first forward speed (lowest speed) / the gear ratio of the ninth forward speed (highest speed) is 10.02.
- the clutch C1, the clutch C2, and the brake B2 are engaged, and the dog clutch DC, the dog brake DB, and the brake B1 are released.
- all (four) of the first to fourth planetary gear mechanisms 910, 920, 930, and 940 operate as gear mechanisms.
- the clutch C2, the brake B1, and the brake B2 are engaged, and the clutch C1, the dog clutch DC, and the dog brake DB are released.
- the first planetary gear mechanism 910 and the second planetary gear mechanism 920 operate as a gear mechanism.
- an automatic transmission device when an automatic transmission is constituted by four planetary gear mechanisms and a plurality of clutches and brakes, there are many ways to connect the rotating elements of the four planetary gear mechanisms and to attach a plurality of clutches and brakes. There are some that can function as an automatic transmission device and some that cannot function depending on the connection and installation. In addition, when an automatic transmission device is configured using the same number of planetary gear mechanisms and clutches or brakes, the feeling of acceleration given to the driver is increased because a greater number of forward gears gives a smoother acceleration feeling. (Drivability) will be good.
- the loss due to the meshing of the gears is reduced when the number of planetary gear mechanisms that act as a gear mechanism for transmitting torque between the input side and the output side at the highest speed stage on the forward side and the previous speed stage is reduced. Therefore, torque transmission efficiency is increased.
- the main purpose of the automatic transmission device of the present invention is to propose a new automatic transmission device with four planetary gear mechanisms, three clutches, and three brakes. Further, the improvement of drivability and torque transmission efficiency are achieved. A further objective is to improve.
- the automatic transmission apparatus of the present invention employs the following means in order to achieve at least the above-mentioned main object.
- the automatic transmission device of the present invention is An automatic transmission device that shifts the power input to the input member and outputs it to the output member, A first planetary gear mechanism having a first rotating element, a second rotating element, and a third rotating element in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram; A second planetary gear mechanism having a fourth rotating element, a fifth rotating element, and a sixth rotating element in order of arrangement at intervals corresponding to the gear ratio in the velocity diagram; A third planetary gear mechanism having a seventh rotating element, an eighth rotating element, and a ninth rotating element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram; A fourth planetary gear mechanism having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element in the order of arrangement at intervals corresponding to the gear ratio in the velocity diagram; A first connecting element that connects the first rotating element and the ninth rotating element; A second connecting element connecting the second rotating element and the fifth rotating element; A third connecting element that connects the sixth rotating element
- the first planetary element having the first rotating element, the second rotating element, and the third rotating element in the arrangement order at intervals corresponding to the gear ratio in the velocity diagram as the three rotating elements.
- a fourth planetary gear mechanism having a tenth rotating element, an eleventh rotating element, and a twelfth rotating element in the arrangement order at intervals corresponding to the gear ratio in the first to ninth rotating elements.
- the second The rotating element and the fifth rotating element are connected by the second connecting element
- the sixth rotating element and the eighth rotating element are connected by the third connecting element
- the seventh rotating element and the tenth rotating element are connected fourth.
- the twelfth rotating element and the second connecting element are connected via the first clutch
- the eleventh rotating element and the second connecting element are connected via the second clutch
- the eleventh rotating element is connected via the third clutch.
- Connecting the rotating element and the first connecting element, connecting the first brake to the third connecting element, connecting the second brake to the fourth rotating element, connecting the third brake to the fourth connecting element, and an input member Is connected to the twelfth rotating element, and the output member is connected to the third rotating element.
- an automatic transmission that can function by four planetary gear mechanisms, three clutches, and three brakes can be configured.
- the first forward speed to the tenth forward speed and the reverse speed can be configured as follows. (1) The first forward speed is formed by engaging the third clutch, the second brake, and the third brake and releasing the first clutch, the second clutch, and the first brake. To do. (2) The second forward speed is formed by engaging the second clutch, the second brake, and the third brake and releasing the first clutch, the third clutch, and the first brake. To do. (3) The third forward speed is formed by engaging the first clutch, the second brake, and the third brake and releasing the second clutch, the third clutch, and the first brake. To do. (4) The fourth forward speed is formed by engaging the first clutch, the second clutch, and the second brake and releasing the third clutch, the first brake, and the third brake.
- the fifth forward speed is formed by engaging the first clutch, the third clutch, and the second brake and releasing the second clutch, the first brake, and the third brake.
- the sixth forward speed is formed by engaging the first clutch, the second clutch, and the third clutch and releasing the first brake, the second brake, and the third brake.
- the seventh forward speed is formed by engaging the first clutch, the third clutch, and the third brake and releasing the second clutch, the first brake, and the second brake.
- the eighth forward speed is formed by engaging the first clutch, the third clutch, and the first brake and releasing the second clutch, the second brake, and the third brake.
- the ninth forward speed is formed by engaging the first clutch, the first brake, and the third brake and releasing the second clutch, the third clutch, and the second brake.
- the tenth forward speed is formed by engaging the first clutch, the second clutch, and the first brake and releasing the third clutch, the second brake, and the third brake.
- the reverse gear is formed by engaging the third clutch, the first brake, and the second brake and releasing the first clutch, the second clutch, and the third brake.
- the 10th forward speed which is the highest speed, engages the first clutch, the second clutch, and the first brake, and releases the third clutch, the second brake, and the third brake. Since the fourth rotating element of the second planetary gear mechanism is released by releasing the second brake, the second planetary gear mechanism is not involved in torque transmission between the input member and the output member. Further, since the eleventh rotating element and the twelfth rotating element of the fourth planetary gear mechanism are connected by the engagement of the first clutch and the second clutch, the fourth planetary gear mechanism is integrated. The planetary gear mechanism 4 does not operate as a gear mechanism for torque transmission between the input member and the output member.
- the first planetary gear mechanism and the third planetary gear mechanism operate as a gear mechanism for torque transmission between the input member and the output member.
- the ninth forward speed immediately preceding the highest speed stage engages the first clutch, the first brake, and the third brake, and releases the second clutch, the third clutch, and the second brake.
- the second planetary gear mechanism is not involved in torque transmission between the input member and the output member. Since the seventh rotating element and the eighth rotating element of the third planetary gear mechanism are made non-rotatable by the engagement of the first brake and the third brake, the third planetary gear mechanism is fixed to be non-rotatable.
- the fourth planetary gear mechanism Since the eleventh rotating element of the fourth planetary gear mechanism is released by releasing the second clutch and the third clutch, the fourth planetary gear mechanism is not involved in torque transmission between the input member and the output member. Therefore, at the ninth forward speed, only one of the first planetary gear mechanisms operates as a gear mechanism for torque transmission between the input member and the output member. From the above description, the number of planetary gear mechanisms that operate as a gear mechanism for torque transmission between the input member and the output member is two in the tenth forward speed of the highest speed stage, and nine forward speeds before the highest speed stage. Since the number of gears is one, the maximum speed of the forward 9th gear is 4 and the previous 8th forward gear is one gear transmission compared to the conventional automatic transmission device as a gear mechanism. The number of operating planetary gear mechanisms can be reduced, loss due to gear meshing can be reduced, and torque transmission efficiency can be increased. That is, torque transmission efficiency can be improved as compared with the conventional automatic transmission device.
- the first planetary gear mechanism, the second planetary gear mechanism, the third planetary gear mechanism, and the fourth planetary gear mechanism are each a sun gear and a ring gear. It is configured as a single pinion type planetary gear mechanism having a carrier as the three rotating elements, and the first rotating element, the fourth rotating element, the seventh rotating element, and the tenth rotating element are all sun gears.
- the second rotating element, the fifth rotating element, the eighth rotating element, and the eleventh rotating element are all carriers, and the third rotating element, the sixth rotating element, and the ninth rotating element.
- the twelfth rotating element may be a ring gear.
- the first planetary gear mechanism is configured on an outer peripheral side of the third planetary gear mechanism, and the first connecting element is a member of the third planetary gear mechanism. It can also be an element connected in the radial direction on the outer peripheral side. In this way, although the radial direction becomes large, the axial direction can be shortened, that is, the length in the axial direction of the automatic transmission device using the three planetary gear mechanisms can be made.
- the input member is arranged in the order of the fourth planetary gear mechanism, the third planetary gear mechanism, the first planetary gear mechanism, and the second planetary gear mechanism. It can also be.
- the second brake may be configured as a dog brake.
- the dog brake is susceptible to shock when engaged, and synchronous control is required to synchronize the rotation, but the second brake is engaged continuously from the first forward speed to the fifth forward speed and moved forward from the sixth forward speed. Since the release continues up to the 10th gear stage, the engagement and the release are not repeated frequently, and the frequency of occurrence of the synchronous control is low. For this reason, even if the dog brake is employed, the deterioration of the shift feeling is suppressed. On the other hand, since the dog brake does not need to hold the hydraulic pressure when engaged, energy loss can be suppressed as compared with a hydraulically driven brake that requires holding the hydraulic pressure. As a result, the energy efficiency of the apparatus can be improved.
- FIG. 1 is a configuration diagram showing an outline of the configuration of an automatic transmission device 1 as an embodiment of the present invention.
- FIG. 2 is an automatic diagram in which four planetary gear mechanisms of the automatic transmission device 1 of the embodiment are arranged side by side. It is a block diagram which shows the outline of a structure of the transmission apparatus 1B.
- the automatic transmission devices 1 and 1B of the embodiment include four single pinion type planetary gear mechanisms 10, 20, 30, and 40, three clutches C1 to C3, and three brakes B1 to B3, which are not shown.
- the engine as an internal combustion engine is mounted on a vehicle of a type (for example, a front engine front drive type) in which the engine is placed horizontally (in the left-right direction of the vehicle).
- the gear mechanism 5 includes a counter shaft 5a having a rotation shaft arranged parallel to the rotation shaft of the output gear 4, a counter driven gear 5b that is attached to the counter shaft 5a and meshes with the output gear 4, and a differential that is also attached to the counter shaft 5a.
- the differential drive gear 5c meshes with the ring gear of the gear 6. 1 and 2, the lower side of the input shaft 3 in the figure mainly shows the connection relationship between the output gear 4 and the gear mechanism 5 in the configuration of the automatic transmission device 1, and the others are omitted.
- the first planetary gear mechanism 10 and the third planetary gear mechanism 30 are arranged on the outer peripheral side. 3 has the same connection relationship as the automatic transmission device 1B shown in FIG.
- the configuration of the automatic transmission device 1B of FIG. 2 will be described, and then the configuration of the automatic transmission device 1 of FIG. 1 will be described.
- the automatic transmission device 1B includes four planetary gear mechanisms 10, 20, 30, and 40 in order from the input shaft 3 side (right side in FIG. 1) connected to the engine side.
- the gear mechanism 40, the third planetary gear mechanism 30, the first planetary gear mechanism 10, and the second planetary gear mechanism 20 are arranged.
- the first planetary gear mechanism 10 includes a sun gear 11 as an external gear, a ring gear 13 as an internal gear disposed concentrically with the sun gear 11, and a plurality of gears meshed with the sun gear 11 and meshed with the ring gear 13.
- a pinion gear 14 and a carrier 12 that couples and holds the plurality of pinion gears 14 so as to rotate and revolve freely. Since the first planetary gear mechanism 10 is configured as a single pinion type planetary gear mechanism, the three rotating elements, the sun gear 11, the ring gear 13, and the carrier 12, are spaced at intervals corresponding to the gear ratio in the velocity diagram. ,
- the gear ratio ⁇ 1 (the number of teeth of the sun gear 11 / the number of teeth of the ring gear 13) of the first planetary gear mechanism 10 is set to 0.60, for example.
- the second planetary gear mechanism 20 includes a sun gear 21 as an external gear, a ring gear 23 as an internal gear arranged concentrically with the sun gear 21, and a plurality of gears meshed with the sun gear 21 and meshed with the ring gear 23.
- a pinion gear 24 and a carrier 22 that couples and holds the plurality of pinion gears 24 so as to rotate and revolve freely are provided. Since the second planetary gear mechanism 20 is configured as a single pinion type planetary gear mechanism, the three rotating elements, the sun gear 21, the ring gear 23, and the carrier 22, are spaced at intervals corresponding to the gear ratio in the velocity diagram. , The sun gear 21, the carrier 22, and the ring gear 23.
- the gear ratio ⁇ 2 of the second planetary gear mechanism 20 (the number of teeth of the sun gear 21 / the number of teeth of the ring gear 23) is set to, for example, 0.30.
- the third planetary gear mechanism 30 includes a sun gear 31 as an external gear, a ring gear 33 as an internal gear disposed concentrically with the sun gear 31, and a plurality of gears meshed with the sun gear 31 and meshed with the ring gear 33.
- a pinion gear 34 and a carrier 32 that couples and holds the plurality of pinion gears 34 so as to rotate and revolve freely. Since the third planetary gear mechanism 30 is configured as a single pinion type planetary gear mechanism, the three rotating elements, the sun gear 31, the ring gear 33, and the carrier 32, are spaced at intervals corresponding to the gear ratio in the velocity diagram. , The sun gear 31, the carrier 32, and the ring gear 33.
- the gear ratio ⁇ 3 of the third planetary gear mechanism 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 33) is set to 0.35, for example.
- the fourth planetary gear mechanism 40 includes a sun gear 41 as an external gear, a ring gear 43 as an internal gear arranged concentrically with the sun gear 41, and a plurality of gears meshed with the sun gear 41 and meshed with the ring gear 43.
- a pinion gear 44 and a carrier 42 that couples and holds the plurality of pinion gears 44 so as to rotate and revolve freely. Since the fourth planetary gear mechanism 40 is configured as a single pinion type planetary gear mechanism, the three rotating elements, the sun gear 41, the ring gear 43, and the carrier 42, are spaced at intervals corresponding to the gear ratio in the velocity diagram. Are arranged in the order of the sun gear 41, the carrier 42, and the ring gear 43.
- the gear ratio ⁇ 4 (the number of teeth of the sun gear 41 / the number of teeth of the ring gear 43) of the fourth planetary gear mechanism 40 is set to 0.50, for example.
- the sun gear 11 of the first planetary gear mechanism 10 is connected to the ring gear 33 of the third planetary gear mechanism 30 by the first connecting element 51, and the carrier 12 of the first planetary gear mechanism 10 is connected by the second connecting element 52. It is connected to the carrier 22 of the second planetary gear mechanism 20.
- the ring gear 23 of the second planetary gear mechanism 20 is connected to the carrier 32 of the third planetary gear mechanism 30 by the third connecting element 53, and the sun gear 31 of the third planetary gear mechanism 30 is connected to the fourth connecting element.
- 54 is connected to the sun gear 41 of the fourth planetary gear mechanism 40.
- the second coupling element 52 (carrier 12, carrier 22) is connected to the ring gear 43 of the fourth planetary gear mechanism 40 via the clutch C1, and is also connected to the carrier of the fourth planetary gear mechanism 40 via the clutch C2. 42.
- the first coupling element 51 (sun gear 11, ring gear 33) is connected to the carrier 42 of the fourth planetary gear mechanism 40 via the clutch C3.
- the third connecting element 53 (ring gear 23, carrier 32) is connected to the case (automatic transmission device case) 2 so as to be fixed via a brake B1, and the sun gear 21 of the second planetary gear mechanism 20 is connected to the brake. It is connected to the case 2 via B2.
- the fourth connecting element 54 (sun gear 31, sun gear 41) is connected to the case 2 via the brake B3.
- the input shaft 3 is connected to the ring gear 43 of the fourth planetary gear mechanism 40, and the output gear 4 is connected to the ring gear 13 of the first planetary gear mechanism 10.
- the three clutches C1 to C3 and the three brakes B1 to B3 are all configured as hydraulically driven friction clutches and friction brakes that are engaged by pressing the friction plate with a piston.
- the first planetary gear mechanism 10 is arranged on the outer peripheral side of the third planetary gear mechanism 30 while maintaining the connection relationship of the automatic transmission device 1 ⁇ / b> B of FIG. 2.
- an external gear is formed on the outer peripheral side of the ring gear 33 of the third planetary gear mechanism 30 to form the sun gear 11 of the first planetary gear mechanism, and the ring gear 33, the first connecting element 51 and the sun gear 11 are integrated.
- the first connecting element 51 is an element that connects the ring gear 33 and the sun gear 11 of the first planetary gear mechanism 10 radially on the outer peripheral side of the ring gear 33 located on the outermost periphery of the third planetary gear mechanism 30.
- the automatic transmission devices 1 and 1B according to the embodiment configured in this way have a forward first speed to a forward 10 speed by a combination of engagement and release of the three clutches C1 to C3 and engagement and release of the three brakes B1 to B3.
- the stage and the reverse stage can be switched.
- FIG. 3 shows an operation table of the automatic transmission devices 1 and 1B
- FIG. 4 shows a speed diagram of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 of the automatic transmission devices 1 and 1B.
- the velocity diagram of the first planetary gear mechanism 10 in order from the left, the velocity diagram of the first planetary gear mechanism 10, the velocity diagram of the second planetary gear mechanism 20, the velocity diagram of the third planetary gear mechanism 30, and the fourth planetary gear.
- a speed diagram of the mechanism 40 is shown, and all speed diagrams are arranged in the order of the sun gear, the carrier, and the ring gear from the left.
- “1st” represents the first forward speed
- “2nd” represents the second forward speed
- “3rd” represents the third forward speed
- “4th” to “10th” represents the fourth forward speed.
- “Rev” indicates the reverse speed.
- “ ⁇ 1” to “ ⁇ 4” indicate the gear ratio of each planetary gear mechanism
- “B1”, “B2”, and “B3” indicate the brakes B1 to B3.
- “Input” indicates the connection position of the input shaft 3
- “Output” indicates the connection position of the output gear 4.
- the first forward speed to the tenth forward speed and the reverse speed are formed as follows.
- the gear ratio (the rotational speed of the input shaft 3 / the rotational speed of the output gear 4) is 0 as the gear ratios ⁇ 1, ⁇ 2, ⁇ 3, and ⁇ 4 of the first to fourth planetary gear mechanisms 10, 20, 30, and 40.
- the case where 60, 0.30, 0.35, 0.50 was used was shown.
- the first forward speed can be established by engaging the clutch C3, the brake B2, and the brake B3 and releasing the clutch C1, the clutch C2, and the brake B1, and the gear ratio is 4.813.
- the second forward speed can be formed by engaging the clutch C2, the brake B2, and the brake B3 and releasing the clutch C1, the clutch C3, and the brake B1, and the gear ratio is 2.742.
- all of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 operate as gear mechanisms for torque transmission between the input shaft 3 and the output gear 4.
- the third forward speed can be formed by engaging the clutch C1, the brake B2, and the brake B3 and releasing the clutch C2, the clutch C3, and the brake B1, and the gear ratio is 1.828. Become. At the third forward speed, the clutch C2 and the clutch C3 are disengaged, so that the carrier 42 of the fourth planetary gear mechanism 40 is disengaged. For this reason, the fourth planetary gear mechanism 40 is not involved in torque transmission between the input shaft 3 and the output gear 4. Accordingly, for torque transmission between the input shaft 3 and the output gear 4, the first to third planetary gear mechanisms 10, 20, and 30 operate as gear mechanisms.
- the fourth forward speed can be formed by engaging the clutch C1, the clutch C2, and the brake B2 and releasing the clutch C3, the brake B1, and the brake B3, and the gear ratio is 1.321. Become. In the fourth forward speed, since the clutch C1 and the clutch C2 are engaged, the carrier 42 and the ring gear 43 of the fourth planetary gear mechanism 40 are connected. Therefore, the fourth planetary gear mechanism 40 rotates as a unit, and the fourth planetary gear mechanism 40 does not operate as a gear mechanism for torque transmission between the input shaft 3 and the output gear 4. Accordingly, for torque transmission between the input shaft 3 and the output gear 4, the first to third planetary gear mechanisms 10, 20, and 30 operate as gear mechanisms.
- the fifth forward speed can be established by engaging the clutch C1, the clutch C3, and the brake B2 and releasing the clutch C2, the brake B1, and the brake B3, and the gear ratio is 1.134.
- all of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 operate as gear mechanisms for torque transmission between the input shaft 3 and the output gear 4.
- the sixth forward speed can be formed by engaging the clutch C1, the clutch C2, and the clutch C3 and releasing the brake B1, the brake B2, and the brake B3, and the gear ratio is 1.000.
- the carrier 42 and the ring gear 43 of the fourth planetary gear mechanism 40 are connected.
- the fourth planetary gear mechanism 40 rotates as a unit, and the fourth planetary gear mechanism 40 does not operate as a gear mechanism for torque transmission between the input shaft 3 and the output gear 4. Further, since the clutch C2 and the clutch C3 are engaged, the sun gear 11 and the carrier 12 of the first planetary gear mechanism 10 are connected. Therefore, the first planetary gear mechanism 10 also rotates as a unit, and the first planetary gear mechanism 10 does not operate as a gear mechanism for torque transmission between the input shaft 3 and the output gear 4. Since the clutch C3 is engaged and the fourth planetary gear mechanism 40 rotates as a unit, the sun gear 31 and the ring gear 33 of the third planetary gear mechanism 30 perform the same rotation.
- the third planetary gear mechanism 30 also rotates as a unit, and the third planetary gear mechanism 30 does not operate as a gear mechanism for torque transmission between the input shaft 3 and the output gear 4.
- the fourth planetary gear mechanism 40 also rotates as a unit. That is, the first to fourth planetary gear mechanisms 10, 20, 30, and 40 rotate as a unit. Therefore, none of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 operates as a gear mechanism for torque transmission between the input shaft 3 and the output gear 4.
- the seventh forward speed can be established by engaging the clutch C1, the clutch C3, and the brake B3 and releasing the clutch C2, the brake B1, and the brake B2, and the gear ratio is 0.833.
- the brake B2 is released, so the sun gear 21 of the second planetary gear mechanism 20 is released.
- the second planetary gear mechanism 20 is not involved in torque transmission between the input shaft 3 and the output gear 4.
- the carrier 32 of the third planetary gear mechanism 30 is connected to the ring gear 23 of the second planetary gear mechanism 20 from which the sun gear 21 has been released, the carrier 32 of the third planetary gear mechanism 30 is also released.
- the third planetary gear mechanism 30 is not involved in torque transmission between the input shaft 3 and the output gear 4. Therefore, for torque transmission between the input shaft 3 and the output gear 4, the first planetary gear mechanism 10 and the fourth planetary gear mechanism 40 operate as a gear mechanism.
- the eighth forward speed can be established by engaging the clutch C1, the clutch C3, and the brake B1, and releasing the clutch C2, the brake B2, and the brake B3, and the gear ratio is 0.717. Become. At the eighth forward speed, the brake B2 is released, so the sun gear 21 of the second planetary gear mechanism 20 is released. For this reason, the second planetary gear mechanism 20 is not involved in torque transmission between the input shaft 3 and the output gear 4. Therefore, for torque transmission between the input shaft 3 and the output gear 4, the first planetary gear mechanism 10 and the third and fourth planetary gear mechanisms 30, 40 operate as a gear mechanism.
- the ninth forward speed can be formed by engaging the clutch C1, the brake B1, and the brake B3 and releasing the clutch C2, the clutch C3, and the brake B2, and has a gear ratio of 0.625.
- the brake B2 since the brake B2 is released, the sun gear 21 of the second planetary gear mechanism 20 is released.
- the second planetary gear mechanism 20 is not involved in torque transmission between the input shaft 3 and the output gear 4.
- the brake B1 and the brake B3 are engaged, the sun gear 31 and the carrier 32 of the third planetary gear mechanism 30 are connected to the case and cannot rotate. For this reason, the third planetary gear mechanism 30 is fixed so as not to rotate. Since the clutch C2 and the clutch C3 are released, the carrier 42 of the fourth planetary gear mechanism 40 is released.
- the fourth planetary gear mechanism 40 is not involved in torque transmission between the input shaft 3 and the output gear 4. Therefore, for torque transmission between the input shaft 3 and the output gear 4, only one of the first planetary gear mechanisms 10 operates as a gear mechanism. (10)
- the tenth forward speed can be formed by engaging the clutch C1, the clutch C2, and the brake B1 and releasing the clutch C3, the brake B2, and the brake B3, and the gear ratio is 0.552.
- the brake B2 is released, the sun gear 21 of the second planetary gear mechanism 20 connected to the brake B2 is released. For this reason, the second planetary gear mechanism 20 is not involved in torque transmission between the input shaft 3 and the output gear 4.
- the reverse gear can be formed by engaging the clutch C3, the brake B1, and the brake B2 and releasing the clutch C1, the clutch C2, and the brake B3, and the gear ratio is ⁇ 4.881. .
- the first planetary gear mechanism 10 and the third gear 3 are used for torque transmission between the input shaft 3 and the output gear 4 at the 10th forward speed of the highest speed of the automatic transmission devices 1 and 1B of the embodiment. Only two of these planetary gear mechanisms 30 operate as gear mechanisms. On the other hand, in the 9th forward speed, which is the highest speed stage of the automatic transmission device 901 of the conventional example shown in FIG. 9, torque transmission between the input shaft 903 and the output gear 904 is performed for the first to fourth planetary gear mechanisms 910, All (four) of 920, 930, and 940 are activated.
- the number of planetary gear mechanisms that operate for torque transmission at the highest speed is reduced as compared with the automatic transmission device 901 of the conventional example.
- the loss due to gear meshing can be reduced and the torque transmission efficiency can be increased as compared with the automatic transmission device 901 of the conventional example.
- torque transmission between the input shaft 3 and the output gear 4 is performed by the first planetary gear mechanism 10. Only one operates as a gear mechanism.
- the first planetary gear mechanism 910 is used for torque transmission between the input shaft 903 and the output gear 904.
- the second planetary gear mechanism 920 operate. Therefore, in the automatic transmission devices 1 and 1B of the embodiment, the number of planetary gear mechanisms that operate for torque transmission immediately before the highest speed stage is reduced as compared with the automatic transmission device 901 of the conventional example. . As a result, in the automatic transmission devices 1 and 1B of the embodiment, the loss due to gear meshing can be reduced and the torque transmission efficiency can be increased as compared with the automatic transmission device 901 of the conventional example.
- the highest speed stage and the previous gear stage are used for relatively high speed traveling, for example, cruise traveling on a highway.
- Torque transmission efficiency in relatively high-speed traveling can be increased, and the fuel efficiency of the vehicle can be improved.
- the gear ratios ⁇ 1, ⁇ 2, ⁇ 3, and ⁇ 4 of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 are 0.60 and 0.30. , 0.35, 0.50, the gear ratio of the first forward speed, which is the lowest speed, is 4.813, and the gear ratio of the tenth speed, which is the highest speed, is 0.552. Therefore, the gear ratio width of both is 8.719.
- both acceleration performance and fuel efficiency performance can be achieved.
- the gear ratios ⁇ 1, ⁇ 2, ⁇ 3, and ⁇ 4 of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 are 0.60, 0.30, 0.35, and so on. Considering the number of rotations of each rotating element constituting each planetary gear mechanism in the case of using 0.50 and the automatic transmission device 901 of the conventional example shown in FIG.
- the three rotary elements (sun gears 11, 21, 31, 41, and 41) constituting the first to fourth planetary gear mechanisms 10, 20, 30, and 40 are used.
- the maximum rotational speed of the carriers 12, 22, 32, 42 and the ring gears 13, 23, 33, 43) is about 4.4 times the rotational speed of the input shaft 3, but the conventional automatic transmission device 901 has a maximum rotational speed.
- the rotational speed is approximately 5.5 times the rotational speed of the input shaft 903. Therefore, in the automatic transmission devices 1 and 1B of the embodiment, the number of rotations of the rotating element that becomes the maximum number of rotations can be made lower than that of the automatic transmission device 901 of the conventional example.
- the automatic transmission devices 1 and 1B of the embodiment can improve the durability of the device as compared with the automatic transmission device 901 of the conventional example, and heat treatment and surface treatment for ensuring the durability. The cost necessary for such as can be suppressed.
- the maximum rotational speed of the pinion gears 14, 24, 34, and 44 of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 is the first forward speed.
- About 1.4 times the rotational speed of the input shaft 3 about 4.1 times the rotational speed of the input shaft 3 at the 10th forward speed, which is the highest speed stage, and about 2. times the rotational speed of the input shaft 3 at the reverse speed stage.
- the maximum rotation speed of the pinion gear is about 2.7 times the rotation speed of the input shaft 903 at the first forward speed, and the ninth forward speed, which is the highest speed.
- the rotational speed of the input shaft 903 is about 4.8 times
- the reverse speed is about 4.0 times the rotational speed of the input shaft 903. Therefore, in the automatic transmission devices 1 and 1B of the embodiment, the number of rotations of the pinion gear that has the maximum number of rotations at any of the lowest speed, the highest speed, and the reverse speed as compared with the automatic transmission device 901 of the conventional example. Can be lowered. As a result, the automatic transmission devices 1 and 1B according to the embodiment can improve the durability of the device as compared with the automatic transmission device 901 of the conventional example, and heat treatment and surface treatment for ensuring the durability. The cost required for this can be suppressed.
- the maximum rotational speed in the relative rotational speeds of the engaging elements (clutch C1 to C3, brake B1 to B3) at the 10th forward speed which is the highest speed is the input shaft.
- the maximum rotational speed is approximately 5.5 times the rotational speed of the input shaft 903. Therefore, in the automatic transmission devices 1 and 1B of the embodiment, the maximum number of rotations in the relative number of rotations of the engagement elements at the highest speed can be reduced as compared with the automatic transmission device 901 of the conventional example.
- a wet multi-plate clutch and a wet multi-plate brake that are normally used as engagement elements can be used, and a conventional automatic transmission device 901 using a dog clutch and a dog brake is used. Compared to the above, it is possible to improve the controllability at the time of shifting and to reduce the shock at the time of shifting.
- the single pinion type first to fourth planetary gear mechanisms 10, 20, 30, and 40, the three clutches C1 to C3, and the three brakes B1 to B3, the sun gear 11 of the first planetary gear mechanism 10 is connected to the ring gear 33 of the third planetary gear mechanism 30 by the first connecting element 51, and the carrier 12 of the first planetary gear mechanism 10 is
- Two connecting elements 52 are connected to the carrier 22 of the second planetary gear mechanism 20, the ring gear 23 of the second planetary gear mechanism 20 is connected to the carrier 32 of the third planetary gear mechanism 30 by the third connecting element 53,
- the sun gear 31 of the third planetary gear mechanism 30 is connected to the sun gear 41 of the fourth planetary gear mechanism 40 by the fourth connecting element 54, and the second connecting element 52 (carrier 12, carrier 22) is connected.
- the first coupling element 51 (the sun gear 11 and the ring gear 33) is connected to the ring gear 43 of the fourth planetary gear mechanism 40 via the latch C1 and to the carrier 42 of the fourth planetary gear mechanism 40 via the clutch C2. Is connected to the carrier 42 of the fourth planetary gear mechanism 40 via the clutch C3, and the third coupling element 53 (ring gear 23, carrier 32) is connected to the case 2 via the brake B1 to provide the second planetary gear mechanism.
- the 20 sun gear 21 is connected to the case 2 via the brake B2, and the fourth connecting element 54 (sun gear 31, sun gear 41) is connected to the case 2 via the brake B3, and the ring gear 43 of the fourth planetary gear mechanism 40 is connected.
- the forward 10 speed as the highest speed is engaged by engaging the clutch C1, the clutch C2, and the brake B1, and releasing the clutch C3, the brake B2, and the brake B3.
- the first planetary gear mechanism 10 and the third planetary gear mechanism 30 operate as gears for transmitting torque between the input shaft 3 and the output gear 4, and the highest speed stage is provided.
- all (four) of the first to fourth planetary gear mechanisms 910, 920, 930, and 940 are operated to transmit torque between the input shaft 903 and the output gear 904.
- the clutch C1, the brake B1, and the brake B3 are engaged with the ninth forward speed that is one previous to the highest speed, and the clutch C2, the clutch C3, and the brake B2 are engaged.
- the planetary gear mechanism that operates as a gear for torque transmission between the input shaft 3 and the output gear 4 is only one of the first planetary gear mechanisms 10 and is one before the highest speed stage.
- the first planetary gear mechanism 10 is arranged on the outer peripheral side of the third planetary gear mechanism 30, compared to a configuration in which four planetary gear mechanisms are arranged side by side. Although it becomes larger in the radial direction, it can be shortened in the axial direction. That is, it can be made the same as the axial length of the automatic transmission device in which the three planetary gear mechanisms are arranged side by side.
- the maximum number of rotations in each of the three rotating elements constituting the first to fourth planetary gear mechanisms 10, 20, 30, and 40 is the automatic transmission device 901 of the conventional example. Compared to the conventional automatic transmission device 901, the durability of the device can be improved and the cost required for heat treatment and surface treatment for ensuring durability can be suppressed. Can do. Further, in the automatic transmission devices 1 and 1B of the embodiment, the maximum rotational speed of the pinion gears 14, 24, 34, and 44 of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 is the same as that of the conventional automatic transmission.
- the durability of the device can be improved and the cost required for heat treatment and surface treatment for ensuring the durability. Can be suppressed.
- the maximum rotation speed in the relative rotation speed of the engaging element at the 10th forward speed, which is the highest speed is lower than that of the automatic transmission apparatus 901 of the conventional example. Therefore, when a wet multi-plate clutch or wet multi-plate brake that is normally used as an engagement element is used, controllability at the time of shifting can be improved as compared with the automatic transmission device 901 of the conventional example. At the same time, the shock at the time of shifting can be reduced.
- all of the three clutches C1 to C3 are configured as friction clutches and all of the three brakes B1 to B3 are configured as friction brakes.
- the brake may be constituted by a dog clutch or a dog brake instead of a friction clutch or a friction brake.
- 5 and 6 show modified automatic transmission devices 1C and 1D with respect to the automatic transmission devices 1 and 1B in which the brake B2 is configured as a dog brake.
- the operation tables and speed diagrams of the automatic transmission devices 1C and 1D of the modification are the same as those in FIGS.
- the dog brake is likely to be shocked when engaged, and synchronous control is required to synchronize the rotation.
- the brake B2 is continuously engaged from the first forward speed to the fifth forward speed, and from the sixth forward speed to the forward 10 speed. Since the release is continued up to the speed stage, the engagement and release are not repeated frequently, and the frequency of occurrence of the synchronous control is low. For this reason, even if the dog brake is employed, the deterioration of the shift feeling is suppressed. On the other hand, since the dog brake does not need to hold the hydraulic pressure when engaged, energy loss can be suppressed as compared with a hydraulically driven brake that requires holding the hydraulic pressure. As a result, the energy efficiency of the apparatus can be improved.
- the engine is mounted on a vehicle (for example, a front engine front drive type) in which the engine is placed horizontally (in the left-right direction of the vehicle). It is good also as what is mounted in the vehicle of the type (for example, front engine rear drive type) arrange
- a schematic configuration of an automatic transmission device 101 according to a modification in this case is shown in FIG.
- the automatic transmission apparatus 101 is a single pinion having sun gears 111, 121, 131, 141, ring gears 113, 123, 133, 143, a plurality of pinion gears 114, 124, 134, 144, and carriers 112, 122, 132, 142, respectively.
- 4 planetary gear mechanisms 110, 120, 130, and 140 are provided.
- the sun gear 111 of the first planetary gear mechanism 110 is connected to the ring gear 133 of the third planetary gear mechanism 130 by the first connecting element 151, and the carrier 112 of the first planetary gear mechanism 110 is connected by the second connecting element 152. It is connected to the carrier 122 of the second planetary gear mechanism 120.
- the ring gear 123 of the second planetary gear mechanism 120 is coupled to the carrier 132 of the third planetary gear mechanism 130 by the third coupling element 153, and the sun gear 131 of the third planetary gear mechanism 130 is coupled to the fourth coupling element.
- 154 is connected to the sun gear 141 of the fourth planetary gear mechanism 140.
- the second connecting element 152 (carrier 112, carrier 122) is connected to the ring gear 143 of the fourth planetary gear mechanism 140 via the clutch C1, and is also connected to the carrier of the fourth planetary gear mechanism 140 via the clutch C2. 142.
- the first connecting element 151 (sun gear 111, ring gear 133) is connected to the carrier 142 of the fourth planetary gear mechanism 140 via the clutch C3.
- the third connecting element 153 (ring gear 123, carrier 132) is connected to the case 102 via the brake B1, and the sun gear 121 of the second planetary gear mechanism 120 is connected to the case 102 via the brake B2. Yes.
- the fourth connecting element 154 (sun gear 131, sun gear 141) is connected to the case 102 via the brake B3.
- the input shaft 103 is connected to the ring gear 143 of the fourth planetary gear mechanism 140, and the output shaft 104 is connected to the ring gear 113 of the first planetary gear mechanism 110.
- Such a connection relationship is the same as that of the automatic transmission devices 1 and 1B of the embodiment.
- the first to fourth planetary gear mechanisms 110, 120, 130, and 140 are respectively the first to fourth planetary gears.
- the first to fourth connecting elements 151, 152, 153, and 154 correspond to the first to fourth connecting elements 51, 52, 53, and 54, respectively, and correspond to the mechanisms 10, 20, 30, and 40
- the clutch C101 to the clutch C103 corresponds to the clutches C1 to C3
- the brakes B101 to B103 correspond to the brakes B1 to B103, respectively.
- the gear ratios ⁇ 1, ⁇ 2, ⁇ 3, and ⁇ 4 of the first to fourth planetary gear mechanisms 110, 120, 130, and 140 are 0.60, 0.30, and 0.35.
- 0.50 can be used to achieve the first forward speed to the tenth forward speed and the reverse speed shown in the operation table of FIG. 3 and the speed diagram of FIG. 101 also functions in the same manner as the automatic transmission devices 1 and 1B of the embodiment and can provide the same effects.
- the brake B102 can be configured as a dog brake
- the clutch C101 can also be configured as a dog clutch, as illustrated in the automatic transmission apparatus 101C of the modification in FIG. .
- the gear ratios ⁇ 1, ⁇ 2, ⁇ 3, and ⁇ 4 of the first to fourth planetary gear mechanisms 10, 20, 30, and 40 are 0.60, 0.30, and 0.35. 0.50 is used, but the gear ratios ⁇ 1, ⁇ 2, ⁇ 3, and ⁇ 4 are not limited to these values.
- the first to fourth planetary gear mechanisms 10, 20, 30, and 40 are all configured as single-pinion type planetary gear mechanisms.
- a part or all of the fourth planetary gear mechanisms 10, 20, 30, and 40 may be configured as a double pinion planetary gear mechanism.
- the first forward speed can be achieved.
- the automatic transmission device is configured to be capable of 10 forward speeds and reverse speeds. However, a 9-speed transmission or a plurality of speeds excluding any one of the 10-speed shifts from the 10-speed forward to the 10-speed forward It is also possible to use an automatic transmission device that can perform a shift of eight speeds or less and a reverse speed excluding the shift speed.
- the input shaft (input shaft) 3 corresponds to an “input member”
- the output gear 4 corresponds to an “output member”
- the first planetary gear mechanism 10 corresponds to a “first planetary gear mechanism”.
- the sun gear 11 corresponds to the “first rotating element”
- the carrier 12 corresponds to the “second rotating element”
- the ring gear 13 corresponds to the “third rotating element”
- the second planetary gear mechanism 20 corresponds to “ It corresponds to the “second planetary gear mechanism”
- the sun gear 21 corresponds to the “fourth rotating element”
- the carrier 22 corresponds to the “fifth rotating element”
- the ring gear 23 corresponds to the “sixth rotating element”
- the third planetary gear mechanism 30 corresponds to the “third planetary gear mechanism”
- the sun gear 31 corresponds to the “seventh rotating element”
- the carrier 32 corresponds to the “eighth rotating element”
- the ring gear 33 “
- the fourth planetary gear mechanism 34 corresponds to the “fourth planetary gear mechanism 34”.
- the star gear mechanism corresponds to the “star gear element”
- the sun gear 41 corresponds to the “tenth rotation element”
- the carrier 42 corresponds to the “eleventh rotation element”
- the ring gear 43 corresponds to the “twelfth rotation element”
- the first connection corresponds to a “first connecting element”
- the second connecting element 52 corresponds to a “second connecting element”
- the third connecting element 53 corresponds to a “third connecting element”
- the fourth connecting element 54 Corresponds to the “fourth connecting element”
- the clutch C1 corresponds to the “first clutch”
- the clutch C2 corresponds to the “second clutch”
- the clutch C3 corresponds to the “third clutch”
- the brake B1 It corresponds to the “first brake”
- the brake B2 corresponds to the “second brake”
- the brake B3 corresponds to the “third brake”.
- the present invention can be used in the manufacturing industry of automatic transmission devices.
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Abstract
Description
入力部材に入力された動力を変速して出力部材に出力する自動変速機装置であって、
速度線図におけるギヤ比に対応する間隔での並び順に第1回転要素と第2回転要素と第3回転要素とを有する第1の遊星歯車機構と、
速度線図におけるギヤ比に対応する間隔での並び順に第4回転要素と第5回転要素と第6回転要素とを有する第2の遊星歯車機構と、
速度線図におけるギヤ比に対応する間隔での並び順に第7回転要素と第8回転要素と第9回転要素とを有する第3の遊星歯車機構と、
速度線図におけるギヤ比に対応する間隔での並び順に第10回転要素と第11回転要素と第12回転要素とを有する第4の遊星歯車機構と、
前記第1回転要素と前記第9回転要素とを連結する第1連結要素と、
前記第2回転要素と前記第5回転要素とを連結する第2連結要素と、
前記第6回転要素と前記第8回転要素とを連結する第3連結要素と、
前記第7回転要素と前記第10回転要素とを連結する第4連結要素と、
前記第12回転要素と前記第2連結要素とを係合すると共に該係合を解放する第1クラッチと、
前記第11回転要素と前記第2連結要素とを係合すると共に該係合を解放する第2クラッチと、
前記第11回転要素と前記第1連結要素とを係合すると共に該係合を解放する第3クラッチと、
前記第3連結要素を自動変速機装置ケースに固定可能に係合すると共に該係合を解放する第1ブレーキと、
前記第4回転要素を前記自動変速機装置ケースに固定可能に係合すると共に該係合を解放する第2ブレーキと、
前記第4連結要素を前記自動変速機装置ケースに固定可能に係合すると共に該係合を解放する第3ブレーキと、
を備え、
前記入力部材を前記第12回転要素に接続し、
前記出力部材を前記第3回転要素に接続してなる、
ことを特徴とする。
(1)前進1速段は、前記第3クラッチと前記第2ブレーキと前記第3ブレーキとを係合すると共に前記第1クラッチと前記第2クラッチと前記第1ブレーキとを解放することにより形成する。
(2)前進2速段は、前記第2クラッチと前記第2ブレーキと前記第3ブレーキとを係合すると共に前記第1クラッチと前記第3クラッチと前記第1ブレーキとを解放することにより形成する。
(3)前進3速段は、前記第1クラッチと前記第2ブレーキと前記第3ブレーキとを係合すると共に前記第2クラッチと前記第3クラッチと前記第1ブレーキとを解放することにより形成する。
(4)前進4速段は、前記第1クラッチと前記第2クラッチと前記第2ブレーキとを係合すると共に前記第3クラッチと前記第1ブレーキと前記第3ブレーキとを解放することにより形成する。
(5)前進5速段は、前記第1クラッチと前記第3クラッチと前記第2ブレーキとを係合すると共に前記第2クラッチと前記第1ブレーキと前記第3ブレーキとを解放することにより形成する。
(6)前進6速段は、前記第1クラッチと前記第2クラッチと前記第3クラッチとを係合すると共に前記第1ブレーキと前記第2ブレーキと前記第3ブレーキとを解放することにより形成する。
(7)前進7速段は、前記第1クラッチと前記第3クラッチと前記第3ブレーキとを係合すると共に前記第2クラッチと前記第1ブレーキと前記第2ブレーキとを解放することにより形成する。
(8)前進8速段は、前記第1クラッチと前記第3クラッチと前記第1ブレーキとを係合すると共に前記第2クラッチと前記第2ブレーキと前記第3ブレーキとを解放することにより形成する。
(9)前進9速段は、前記第1クラッチと前記第1ブレーキと前記第3ブレーキとを係合すると共に前記第2クラッチと前記第3クラッチと前記第2ブレーキとを解放することにより形成する。
(10)前進10速段は、前記第1クラッチと前記第2クラッチと前記第1ブレーキとを係合すると共に前記第3クラッチと前記第2ブレーキと前記第3ブレーキとを解放することにより形成する。
(11)後進段は、前記第3クラッチと前記第1ブレーキと前記第2ブレーキとを係合すると共に前記第1クラッチと前記第2クラッチと前記第3ブレーキとを解放することにより形成する。
こうすれば、4つの遊星歯車機構と3つのクラッチと3つのブレーキにより前進1速段から前進10速段および後進段の変速が可能な装置とすることができ、前進1速段から前進9速段および後進段のもの(従来例の自動変速機装置)に比して、前進側の変速段の段数を多くして滑らかな加速感を運転者に与えることができ、ドライバビリティを良好なものにすることができる。
(2)前進2速段は、クラッチC2とブレーキB2とブレーキB3とを係合すると共にクラッチC1とクラッチC3とブレーキB1とを解放することにより形成することができ、ギヤ比は2.742となる。この前進2速段では、入力軸3と出力ギヤ4とにおけるトルク伝達には、第1ないし第4の遊星歯車機構10,20,30,40の全てが歯車機構として作動する。
(3)前進3速段は、クラッチC1とブレーキB2とブレーキB3とを係合すると共にクラッチC2とクラッチC3とブレーキB1とを解放することにより形成することができ、ギヤ比は1.828となる。この前進3速段では、クラッチC2とクラッチC3とが解放されるから、第4の遊星歯車機構40のキャリア42は解放される。このため、第4の遊星歯車機構40は入力軸3と出力ギヤ4とにおけるトルク伝達には関与しない。したがって、入力軸3と出力ギヤ4とにおけるトルク伝達には、第1ないし第3の遊星歯車機構10,20,30の3つが歯車機構として作動する。
(4)前進4速段は、クラッチC1とクラッチC2とブレーキB2とを係合すると共にクラッチC3とブレーキB1とブレーキB3とを解放することにより形成することができ、ギヤ比は1.321となる。この前進4速段では、クラッチC1とクラッチC2とが係合されるから、第4の遊星歯車機構40のキャリア42とリングギヤ43は連結されることになる。このため、第4の遊星歯車機構40は一体として回転するものとなり、第4の遊星歯車機構40は入力軸3と出力ギヤ4とにおけるトルク伝達に対して歯車機構として作動しない。したがって、入力軸3と出力ギヤ4とにおけるトルク伝達には、第1ないし第3の遊星歯車機構10,20,30の3つが歯車機構として作動する。
(6)前進6速段は、クラッチC1とクラッチC2とクラッチC3とを係合すると共にブレーキB1とブレーキB2とブレーキB3とを解放することにより形成することができ、ギヤ比は1.000となる。この前進6速段では、クラッチC1とクラッチC2とが係合されるから、第4の遊星歯車機構40のキャリア42とリングギヤ43は連結されることになる。このため、第4の遊星歯車機構40は一体として回転するものとなり、第4の遊星歯車機構40は入力軸3と出力ギヤ4とにおけるトルク伝達に対して歯車機構として作動しない。また、クラッチC2とクラッチC3とが係合されるから、第1の遊星歯車機構10のサンギヤ11とキャリア12は連結されることになる。このため、第1の遊星歯車機構10も一体として回転するものとなり、第1の遊星歯車機構10は入力軸3と出力ギヤ4とにおけるトルク伝達に対して歯車機構として作動しない。クラッチC3が係合されており且つ第4の遊星歯車機構40が一体のものとして回転するから、第3の遊星歯車機構30のサンギヤ31とリングギヤ33は同一の回転を行なうことになる。このため、第3の遊星歯車機構30も一体として回転するものとなり、第3の遊星歯車機構30は入力軸3と出力ギヤ4とにおけるトルク伝達に対して歯車機構として作動しない。このように、第1ないし第3の遊星歯車機構10,20,30が一体として回転するときには、同様に第4の遊星歯車機構40も一体として回転するものとなる。即ち、第1ないし第4の遊星歯車機構10,20,30,40が一体として回転する。したがって、入力軸3と出力ギヤ4とにおけるトルク伝達には、第1ないし第4の遊星歯車機構10,20,30,40のいずれも歯車機構として作動しない。
(7)前進7速段は、クラッチC1とクラッチC3とブレーキB3とを係合すると共にクラッチC2とブレーキB1とブレーキB2とを解放することにより形成することができ、ギヤ比は0.833となる。この前進7速段では、ブレーキB2が解放されるから、第2の遊星歯車機構20のサンギヤ21は解放される。このため、第2の遊星歯車機構20は入力軸3と出力ギヤ4とにおけるトルク伝達には関与しない。第3の遊星歯車機構30のキャリア32はサンギヤ21が解放された第2の遊星歯車機構20のリングギヤ23に接続されているから、第3の遊星歯車機構30のキャリア32も解放される。このため、第3の遊星歯車機構30は入力軸3と出力ギヤ4とにおけるトルク伝達には関与しない。したがって、入力軸3と出力ギヤ4とにおけるトルク伝達には、第1の遊星歯車機構10と第4の遊星歯車機構40の2つが歯車機構として作動する。
(8)前進8速段は、クラッチC1とクラッチC3とブレーキB1とを係合すると共にクラッチC2とブレーキB2とブレーキB3とを解放することにより形成することができ、ギヤ比は0.717となる。この前進8速段では、ブレーキB2が解放されるから、第2の遊星歯車機構20のサンギヤ21は解放される。このため、第2の遊星歯車機構20は入力軸3と出力ギヤ4とにおけるトルク伝達には関与しない。したがって、入力軸3と出力ギヤ4とにおけるトルク伝達には、第1の遊星歯車機構10と第3,第4の遊星歯車機構30,40の3つが歯車機構として作動する。
(10)前進10速段は、クラッチC1とクラッチC2とブレーキB1とを係合すると共にクラッチC3とブレーキB2とブレーキB3とを解放することにより形成することができ、ギヤ比は0.552となる。ここで、ブレーキB2が解放されるから、このブレーキB2に接続された第2の遊星歯車機構20のサンギヤ21は解放される。このため、第2の遊星歯車機構20は入力軸3と出力ギヤ4とにおけるトルク伝達には関与しない。また、クラッチC1とクラッチC2とが係合されるから、第4の遊星歯車機構40のキャリア42とリングギヤ43は連結されることになる。このため、第4の遊星歯車機構40は一体として回転するものとなり、第4の遊星歯車機構40は入力軸3と出力ギヤ4とにおけるトルク伝達に対して歯車機構として作動しない。したがって、入力軸3と出力ギヤ4とにおけるトルク伝達には第1の遊星歯車機構10と第3の遊星歯車機構30の2つだけが歯車機構として作動する。
(11)後進段は、クラッチC3とブレーキB1とブレーキB2とを係合すると共にクラッチC1とクラッチC2とブレーキB3とを解放することにより形成することができ、ギヤ比は-4.881となる。
Claims (6)
- 入力部材に入力された動力を変速して出力部材に出力する自動変速機装置であって、
速度線図におけるギヤ比に対応する間隔での並び順に第1回転要素と第2回転要素と第3回転要素とを有する第1の遊星歯車機構と、
速度線図におけるギヤ比に対応する間隔での並び順に第4回転要素と第5回転要素と第6回転要素とを有する第2の遊星歯車機構と、
速度線図におけるギヤ比に対応する間隔での並び順に第7回転要素と第8回転要素と第9回転要素とを有する第3の遊星歯車機構と、
速度線図におけるギヤ比に対応する間隔での並び順に第10回転要素と第11回転要素と第12回転要素とを有する第4の遊星歯車機構と、
前記第1回転要素と前記第9回転要素とを連結する第1連結要素と、
前記第2回転要素と前記第5回転要素とを連結する第2連結要素と、
前記第6回転要素と前記第8回転要素とを連結する第3連結要素と、
前記第7回転要素と前記第10回転要素とを連結する第4連結要素と、
前記第12回転要素と前記第2連結要素とを係合すると共に該係合を解放する第1クラッチと、
前記第11回転要素と前記第2連結要素とを係合すると共に該係合を解放する第2クラッチと、
前記第11回転要素と前記第1連結要素とを係合すると共に該係合を解放する第3クラッチと、
前記第3連結要素を自動変速機装置ケースに固定可能に係合すると共に該係合を解放する第1ブレーキと、
前記第4回転要素を前記自動変速機装置ケースに固定可能に係合すると共に該係合を解放する第2ブレーキと、
前記第4連結要素を前記自動変速機装置ケースに固定可能に係合すると共に該係合を解放する第3ブレーキと、
を備え、
前記入力部材を前記第12回転要素に接続し、
前記出力部材を前記第3回転要素に接続してなる、
ことを特徴とする自動変速装置。 - 請求項1記載の自動変速機装置であって、
前進1速段は、前記第3クラッチと前記第2ブレーキと前記第3ブレーキとを係合すると共に前記第1クラッチと前記第2クラッチと前記第1ブレーキとを解放することにより形成し、
前進2速段は、前記第2クラッチと前記第2ブレーキと前記第3ブレーキとを係合すると共に前記第1クラッチと前記第3クラッチと前記第1ブレーキとを解放することにより形成し、
前進3速段は、前記第1クラッチと前記第2ブレーキと前記第3ブレーキとを係合すると共に前記第2クラッチと前記第3クラッチと前記第1ブレーキとを解放することにより形成し、
前進4速段は、前記第1クラッチと前記第2クラッチと前記第2ブレーキとを係合すると共に前記第3クラッチと前記第1ブレーキと前記第3ブレーキとを解放することにより形成し、
前進5速段は、前記第1クラッチと前記第3クラッチと前記第2ブレーキとを係合すると共に前記第2クラッチと前記第1ブレーキと前記第3ブレーキとを解放することにより形成し、
前進6速段は、前記第1クラッチと前記第2クラッチと前記第3クラッチとを係合すると共に前記第1ブレーキと前記第2ブレーキと前記第3ブレーキとを解放することにより形成し、
前進7速段は、前記第1クラッチと前記第3クラッチと前記第3ブレーキとを係合すると共に前記第2クラッチと前記第1ブレーキと前記第2ブレーキとを解放することにより形成し、
前進8速段は、前記第1クラッチと前記第3クラッチと前記第1ブレーキとを係合すると共に前記第2クラッチと前記第2ブレーキと前記第3ブレーキとを解放することにより形成し、
前進9速段は、前記第1クラッチと前記第1ブレーキと前記第3ブレーキとを係合すると共に前記第2クラッチと前記第3クラッチと前記第2ブレーキとを解放することにより形成し、
前進10速段は、前記第1クラッチと前記第2クラッチと前記第1ブレーキとを係合すると共に前記第3クラッチと前記第2ブレーキと前記第3ブレーキとを解放することにより形成し、
後進段は、前記第3クラッチと前記第1ブレーキと前記第2ブレーキとを係合すると共に前記第1クラッチと前記第2クラッチと前記第3ブレーキとを解放することにより形成する、
ことを特徴とする自動変速機装置。 - 請求項1または2記載の自動変速機装置であって、
前記第1の遊星歯車機構と前記第2の遊星歯車機構と前記第3の遊星歯車機構と前記第4の遊星歯車機構は、いずれもサンギヤとリングギヤとキャリアとを前記3つの回転要素とするシングルピニオン式の遊星歯車機構として構成されてなり、
前記第1回転要素と前記第4回転要素と前記第7回転要素と前記第10回転要素は、いずれもサンギヤであり、
前記第2回転要素と前記第5回転要素と前記第8回転要素と前記第11回転要素は、いずれもキャリアであり、
前記第3回転要素と前記第6回転要素と前記第9回転要素と前記第12回転要素は、いずれもリングギヤである、
ことを特徴とする自動変速機装置。 - 請求項1ないし3のうちのいずれか1つの請求項に記載の自動変速機装置であって、
前記第1の遊星歯車機構は前記第3の遊星歯車機構の外周側に構成されてなり、
前記第1連結要素は、前記第3の遊星歯車機構の外周側で径方向に連結する要素である、
ことを特徴とする自動変速機装置。 - 請求項1ないし4のうちのいずれか1つの請求項に記載の自動変速機装置であって、
前記入力部材から前記第4の遊星歯車機構,前記第3の遊星歯車機構,前記第1の遊星歯車機構,前記第2の遊星歯車機構の順に配置されてなる、
ことを特徴とする自動変速機装置。 - 請求項1ないし5のうちのいずれか1つの請求項に記載の自動変速機装置であって、
前記第2ブレーキはドグブレーキとして構成されてなる、
ことを特徴とする自動変速機装置。
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DE112013001090.9T DE112013001090T5 (de) | 2012-03-26 | 2013-02-27 | Automatikgetriebevorrichtung |
CN201380009972.0A CN104114906A (zh) | 2012-03-26 | 2013-02-27 | 自动变速器装置 |
US14/378,741 US20150011353A1 (en) | 2012-03-26 | 2013-02-27 | Automatic transmission device |
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US20150038283A1 (en) * | 2012-03-27 | 2015-02-05 | Aisin Aw Co., Ltd. | Automatic transmission device |
KR101683497B1 (ko) * | 2014-12-10 | 2016-12-07 | 현대자동차 주식회사 | 차량용 자동변속기의 유성기어트레인 |
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DE112013001090T5 (de) | 2014-11-06 |
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