WO2015045257A1 - 自動変速機 - Google Patents
自動変速機 Download PDFInfo
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- WO2015045257A1 WO2015045257A1 PCT/JP2014/004128 JP2014004128W WO2015045257A1 WO 2015045257 A1 WO2015045257 A1 WO 2015045257A1 JP 2014004128 W JP2014004128 W JP 2014004128W WO 2015045257 A1 WO2015045257 A1 WO 2015045257A1
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- Prior art keywords
- gear
- speed
- clutch
- brake
- carrier
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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
- F16H3/666—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with compound planetary gear units, e.g. two intermeshing 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
- F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
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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
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight 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
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2015—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with five 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
- F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
Definitions
- the present invention belongs to a technical field related to an automatic transmission mounted on a vehicle.
- an automatic transmission mounted on a vehicle includes a plurality of planetary gear sets (planetary gear mechanisms) and a plurality of hydraulic friction engagement elements such as clutches and brakes, and these friction engagement elements are selectively controlled by hydraulic control.
- planetary gear sets planetary gear mechanisms
- friction engagement elements are selectively controlled by hydraulic control.
- Patent Document 1 includes three single-pinion type planetary gear sets and five frictional engagement elements. By fastening any two of these frictional engagement elements, six forward stages and one reverse stage are provided. An automatic transmission to achieve is disclosed.
- Patent Document 2 includes two single pinion type planetary gear sets and two double pinion type planetary gear sets, and five friction engagement elements, and selects three of these friction engagement elements.
- An automatic transmission that achieves eight forward speeds by engaging the brakes is disclosed.
- the reduction ratio at the first speed is set to be considerably large, so that the gear step between the first speed and the second speed is more than the gear step between the other speed stages. It becomes extremely large and sacrifices appropriate gear step distribution (see the comparative example in FIG. 21).
- the final reduction ratio which is the reduction ratio of the final reduction mechanism composed of the gear train from the output gear of the automatic transmission to the input gear of the differential mechanism
- an appropriate gear step can be achieved. It is possible to secure the required driving force and start acceleration while realizing the distribution of the vehicle.
- the input gear of the differential mechanism is enlarged, and in particular, the front engine / front drive in which the automatic transmission is horizontally installed and the drive unit is integrated with the automatic transmission and the differential mechanism. In the case of a car, the drive unit becomes large, and the mountability of the drive unit in the engine room becomes a problem.
- the direct coupling stage is set to a high speed stage of the sixth speed or higher.
- the remaining one combination that is not used in the first to eighth speeds and the reverse speed that is, the clutch C1
- the clutches Ca and Cb are released, so that the carrier Cr in the planetary gear set 8 becomes free. Cannot be neutral.
- the combination which fastens clutch C1 and brake B1, B2 cannot be used as a gear stage.
- the present invention has been made in view of such a point, and an object of the present invention is to set the direct coupling speed to the sixth speed and to appropriately distribute the gear steps between the adjacent gear speeds. It is to provide an automatic transmission.
- an input shaft connected to a drive source, a coaxial shaft with the input shaft, and a differential mechanism are connected in a transmission case.
- the input shaft, the second sun gear, and the fourth carrier are connected, the output unit, the first ring gear, and the fourth ring gear are connected, and the first sun gear and the third ring gear are connected,
- the second sun gear, and the fourth carrier are connected, the output unit
- the third clutch connects and disconnects between the third sun gear and the fourth sun gear
- the first brake connects and disconnects between the second carrier and the transmission case.
- the second brake is configured to connect and disconnect the first carrier and the transmission case, and the shift speed at which the reduction ratio of the automatic transmission is 1 is set to the sixth speed. To do.
- the horizontal automatic transmission and the differential mechanism are integrated to form a drive unit, and the input shaft of the automatic transmission is connected to a small displacement engine as a drive source, It is not necessary to increase the final reduction ratio, which is the reduction ratio of the final reduction mechanism composed of the gear train from the output gear of the automatic transmission to the input gear of the differential mechanism. An increase in size can be suppressed. Therefore, it is possible to set an appropriate gear step between adjacent gears, and it is possible to suppress the deterioration of the mountability of the drive unit in the engine room.
- the automatic transmission achieves eight forward speeds and one reverse speed, and a first speed is formed by engagement of the second clutch, the first brake, and the second brake.
- the second speed is formed by engaging the first clutch, the first brake, and the second brake
- the third speed is formed by engaging the first clutch, the second clutch, and the second brake.
- the fourth speed is formed by engaging the first clutch, the third clutch, and the second brake
- the fifth speed is formed by engaging the second clutch, the third clutch, and the second brake.
- the sixth speed is formed by engaging the first clutch, the second clutch, and the third clutch, and by engaging the second clutch, the third clutch, and the first brake.
- the seventh speed is formed, and the eighth speed is formed by the engagement of the first clutch, the third clutch, and the first brake.
- the seventh speed is formed by the engagement of the third clutch, the first brake, and the second brake.
- a configuration in which a reverse speed is formed is preferable.
- the automatic transmission of the present invention it is possible to set the direct connection speed to the sixth speed, and to appropriately distribute the gear steps between the adjacent speeds, and to achieve the required driving force and start. Acceleration can be realized.
- FIG. 1 is a skeleton diagram showing an automatic transmission according to a first embodiment of the present invention. It is a fastening table
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in 1st speed
- (b) is a reduction ratio diagram in 1st speed.
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in 2nd speed
- (b) is a reduction ratio diagram in 2nd speed.
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in 3rd speed
- (b) is a reduction ratio diagram in 3rd speed.
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in 4th speed
- (b) is a reduction ratio diagram in 4th speed.
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in 5th speed
- (b) is a reduction ratio diagram in 5th speed.
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in 6th speed
- (b) is a reduction ratio diagram in 6th speed.
- (A) is a skeleton diagram showing the engagement state of the frictional engagement element at the seventh speed
- (b) is a reduction ratio diagram at the seventh speed.
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in 8th speed
- (b) is a reduction ratio diagram in 8th speed
- (A) is a skeleton figure which shows the fastening state of the friction engagement element in reverse speed
- (b) is a reduction ratio diagram in reverse speed.
- It is a skeleton figure of the automatic transmission which concerns on 2nd Embodiment.
- It is a skeleton figure of the automatic transmission which concerns on 3rd Embodiment.
- It is a skeleton figure of the automatic transmission which concerns on 4th Embodiment.
- FIG. 20 is a table showing a reduction ratio of each gear and a gear step between adjacent gears in the example of the number of teeth in FIG. 19.
- FIG. 20 is the graph which illustrated the gear step of FIG. 20 with the comparative example.
- It is a skeleton figure of the automatic transmission which concerns on the modification of the said 1st Embodiment.
- FIG. 1 shows a configuration of an automatic transmission 10 according to the first embodiment of the present invention.
- the automatic transmission 10 is mounted on a vehicle and achieves eight forward speeds and one reverse speed.
- the automatic transmission 10 has an input shaft 12 connected to a drive source such as an engine in a transmission case 11, and an output shaft 13 (output) disposed coaxially with the input shaft 12 and connected to a differential mechanism. Part).
- the automatic transmission 10 is a vertical type that is mounted on a vehicle so that the input shaft 12 and the output shaft 13 extend in the vehicle front-rear direction (length direction). An end of the input shaft 12 on the vehicle front side is connected to the drive source, and an end of the output shaft 13 on the vehicle rear side is connected to the differential mechanism.
- a double pinion type first planetary gear set PG1 (hereinafter simply referred to as a first gear set) is arranged in order from the input side (drive source side) on the left side of FIG. PG1), a double pinion type second planetary gear set PG2 (hereinafter simply referred to as second gear set PG2), a single pinion type third planetary gear set PG3 (hereinafter simply referred to as third gear set PG3), and a single pinion type A fourth planetary gear set PG4 (hereinafter simply referred to as a fourth gear set PG4) is provided.
- the first clutch CL1 is disposed between the input shaft directions of the second gear set PG2 and the third gear set PG3, and the input shaft direction between the third gear set PG3 and the fourth gear set PG4 is input.
- a second clutch CL2 and a third clutch CL3 are arranged in this order from the side.
- a first brake BR1 and a second brake BR2 are arranged on the input side of the first gear set PG1 in order from the input side.
- the first to fourth gear sets PG1 to PG4 each have three rotating elements. That is, the first gear set PG1 includes the first sun gear S1, the first ring gear R1, and the first carrier C1 as rotating elements.
- the second gear set PG2 includes a second sun gear S2, a second ring gear R2, and a second carrier C2 as rotational elements.
- the third gear set PG3 includes a third sun gear S3, a third ring gear R3, and a third carrier C3 as rotational elements.
- the fourth gear set PG4 includes a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier C4 as rotational elements.
- the double pinion type first gear set PG1 includes a plurality of first pinions meshed with the first sun gear S1, and a plurality of second pinions respectively meshed with the first pinions and meshed with the first ring gear R1.
- the first and second pinions are supported by the first carrier C1.
- the double pinion type second gear set PG2 is also meshed with the plurality of first pinions meshed with the second sun gear S2, and the respective first pinions and meshed with the second ring gear R2.
- a plurality of second pinions, and the first and second pinions are supported by the second carrier C2.
- the single pinion type third gear set PG3 has a plurality of pinions engaged with the third sun gear S3 and the third ring gear R3, and the pinions are supported by the third carrier C3.
- the single pinion type fourth gear set PG4 has a plurality of pinions meshed with the fourth sun gear S4 and the fourth ring gear R4, and the pinions are supported by the fourth carrier C4. Yes.
- the first sun gear S1 and the third ring gear R3 are always connected, the first ring gear R1 and the fourth ring gear R4 are always connected, and the second sun gear S2 and the fourth carrier C4 are always connected.
- the second ring gear R2 and the third carrier C3 are always connected.
- the input shaft 12 is always connected to the second sun gear S2 and the fourth carrier C4, and the output shaft 13 is always connected to the first ring gear R1 and the fourth ring gear R4.
- first clutch CL1 is configured to connect and disconnect between the second carrier C2 and the third sun gear S3.
- the second clutch CL2 is configured to connect and disconnect between the third sun gear S3 and the third ring gear R3.
- third clutch CL3 is configured to connect and disconnect between the third sun gear S3 and the fourth sun gear S4.
- first brake BR1 is configured to connect and disconnect between the transmission case 11 and the second carrier C2.
- the second brake BR2 is configured to connect and disconnect between the transmission case 11 and the first carrier C1.
- the first to eighth forward speeds are achieved.
- Speed and reverse speed are formed.
- a circle indicates that the frictional engagement element is engaged, and a blank indicates that the frictional engagement element is released (released).
- FIGS. 3 (a) to 11 (a) are skeleton diagrams showing the engagement states of the frictional engagement elements at the respective shift speeds, and in each figure, the frictional engagement elements to be engaged are indicated by shading.
- FIGS. 3 (b) to 11 (b) are reduction ratio diagrams showing the reduction ratios at the same gear stage as the corresponding (a) diagram. In this reduction ratio diagram, the lateral spacing between the rotating elements in each of the gear sets PG1 to PG4 is determined by the respective gear ratios. In the single-pinion type third and fourth gear sets PG3, PG4, the ring gear, the carrier, and the sun gear are arranged in this order.
- the vertical axis of the reduction ratio diagram represents the rotational speed, and the input rotational speed, that is, the rotational speed of the second sun gear S2 and the fourth carrier C4 always connected to the input shaft 12 is “1”.
- the rotational speed of the rotating element fixed by the brake is set to “0”. Further, the rotational speeds of the rotational elements that are always connected and the rotational elements that are connected by the clutch are equal.
- N1 to N8 and Nr indicate output rotation speeds at the respective speeds, that is, rotation speeds of the first and fourth ring gears R1 and R4 (rotation speed of the output shaft 13). Since the input rotation speed is “1”, the reciprocal of the output rotation speed is the reduction ratio of the automatic transmission 10 at the gear stage.
- the second clutch CL2, the first brake BR1, and the second brake BR are engaged.
- the rotational speed of the carrier C2 becomes “0”, and the third sun gear S3 and the third ring gear R3 are coupled to integrate the entire third gear set PG3, so that all the rotational elements of the third gear set PG3 rotate the same.
- the second ring gear R2 always connected to the third carrier C3 and the first sun gear S1 always connected to the third ring gear R3 also rotate in the same manner.
- the rotational speeds of these rotational elements are determined based on the condition that the rotational speed of the second sun gear S2 is “1” and the rotational speed of the second carrier C2 is “0” in the second gear set PG2.
- the rotational speed of the first ring gear R1 is determined from the condition that the rotational speed of the first carrier C1 is “0”.
- the output rotation speed N1 at the first speed is obtained.
- the first clutch CL1, the first brake BR1, and the second brake BR2 are engaged, so that the first carrier C1 and the first carrier C1
- the rotational speed of the second carrier C2 becomes “0”
- the rotational speed of the third sun gear S3 becomes “0” by connecting the second carrier C2 and the third sun gear S3.
- the rotational speed of the second sun gear S2 is “1” and the rotation speed of the second carrier C2 is “0”, the second ring gear R2 and the third carrier C3 always connected to the second ring gear R2
- the rotational speed is determined, and from the condition that the rotational speed of the third sun gear S3 is “0”, the rotational speed of the third ring gear R3 and the rotational speed of the first sun gear S1 always connected thereto are decide.
- the rotational speed of the first ring gear R1 is determined from the condition that the rotational speed of the first carrier C1 is “0”, and this rotational speed is the output rotational speed N2 at the second speed. It becomes.
- the first clutch CL1, the second clutch CL2, and the second brake BR2 are engaged.
- the third sun gear S3 and the third ring gear R3 are coupled and the entire third gear set PG3 is integrated, so that all the rotating elements of the third gear set PG3 rotate the same, and the third carrier
- the second ring gear R2 always connected to C3 and the first sun gear S1 always connected to the third ring gear R3 also rotate in the same manner.
- the rotational speed “1” is transmitted to the first sun gear S1 of the first gear set PG1 in which the rotational speed of the first carrier C1 is “0”, thereby determining the rotational speed of the first ring gear R1.
- This rotational speed is the output rotational speed N3 at the third speed.
- the 1st sun gear S1 and the 3rd ring gear R3 are always connected, the 2nd ring gear R2 and the 3rd carrier C3 are always connected, and it is an input rotation element in which rotation speed is set to "1".
- the rotational speeds of the first ring gear R1 and the fourth ring gear R4 are determined from the condition that the second sun gear S2 and the fourth carrier C4 are always connected and the first ring gear R1 and the fourth ring gear R4 are always connected. This rotational speed is the output rotational speed N4 at the fourth speed.
- the second clutch CL2, the third clutch CL3, and the second brake BR2 are engaged.
- the second clutch CL2 is engaged, the third sun gear S3 and the third ring gear R3 are coupled and the entire third gear set PG3 is integrated, so that all the rotating elements of the third gear set PG3 rotate the same, and the third ring gear.
- the first sun gear S1 always connected to R3 and the fourth sun gear S4 connected to the third sun gear S3 also rotate in the same manner.
- the first sun gear S1 and the fourth sun gear S4 rotate the same, and the always connected first ring gear R1 and fourth ring gear R4 rotate the same, And, from the condition that the rotation speed of the first carrier C1 is “0” and the rotation speed of the fourth carrier is “1”, the rotation speeds of the first ring gear R1 and the fourth ring gear R4 are determined, This rotational speed is the output rotational speed N5 at the fifth speed.
- the first clutch CL1, the second clutch CL2, and the third clutch CL3 are engaged.
- the second clutch CL2 is engaged, the third sun gear S3 and the third ring gear R3 are coupled and the entire third gear set PG3 is integrated, so that all the rotating elements of the third gear set PG3 rotate the same, and the third carrier
- the second ring gear R2 always connected to C3 and the first sun gear S1 always connected to the third ring gear R3 also rotate in the same direction
- the fourth sun gear S4 connected to the third sun gear S3 also rotates in the same direction.
- the third sun gear S3 and the second carrier C2 are connected, so that the entire second gear set PG2 is integrated, all the rotating elements of the second gear set rotate the same, and are always connected to the second sun gear S2.
- the fourth carrier C4 also rotates in the same direction.
- the entire fourth gear set PG4 is integrated, and the fourth ring gear R4 and the first ring gear R1 always connected to the fourth gear set PG4 rotate in the same direction as the rotating element.
- the entire first gear set PG1 is integrated.
- the first to fourth gear sets PG1 to PG4 are all integrated, and all these rotating elements rotate at the same rotational speed.
- the rotational speed “1” input to the second sun gear S2 and the fourth carrier C4 is output as it is as the output rotational speed N6 at the sixth speed from the first and fourth ring gears R1, R4 (output shaft 13).
- the sixth speed is a direct coupling stage (the reduction ratio at the sixth speed is 1).
- the second clutch CL2, the third clutch CL3, and the first brake BR1 are engaged.
- the second clutch CL2 is engaged, the third sun gear S3 and the third ring gear R3 are coupled and the entire third gear set PG3 is integrated, so that all the rotating elements of the third gear set PG3 rotate the same, and the third carrier
- the second ring gear R2 always connected to C3 and the first sun gear S1 always connected to the third ring gear R3 also rotate in the same direction
- the fourth sun gear S4 connected to the third sun gear S3 also rotates in the same direction.
- the rotational speed of the fourth ring gear R4 is determined based on the condition that the rotational speed of the fourth carrier C4 is “1” and the rotational speed of the fourth sun gear S4 is “0”. This rotational speed is the output rotational speed N8 at the eighth speed.
- the 1st sun gear S1 and the 3rd ring gear R3 are always connected, the 2nd ring gear R2 and the 3rd carrier C3 are always connected, and it is an input rotation element in which rotation speed is set to "1".
- the rotational speeds N1 to N8 and Nr are set to 0 ⁇ N1 ⁇ N2 ⁇ N3 ⁇ N4 ⁇ N5 ⁇ N6 ⁇ N7 ⁇ N8 and Nr ⁇ 0 by the combination of the engagement of the frictional engagement elements shown in FIG. It becomes possible to do. Further, with the above configuration, the output rotation speed N6 at the sixth speed becomes the same as the input rotation speed. Thus, the automatic transmission 10 with eight forward speeds and one reverse speed with a reduction ratio of 1 at the sixth speed is obtained.
- the number of reduction stages (shift stages in which the reduction ratio is greater than 1) is larger than in the automatic transmission in which the direct connection stage is set to the fifth speed. It is possible to increase the reduction gear ratio at the low speed side gear stage (first speed, second speed, etc.) without sacrificing appropriate gear step distribution. As a result, it is possible to achieve a required driving force and start acceleration while making it possible to set an appropriate gear step between adjacent gears.
- these automatic transmissions 20 to 80 are mounted on a vehicle and achieve eight forward speeds and one reverse speed, and are connected to a drive source in the transmission case.
- An input shaft disposed coaxially with the input shaft and connected to a differential mechanism, double pinion type first and second gear sets disposed coaxially with the input shaft, and an input shaft And a single pinion type third and fourth gear set disposed coaxially with the friction engagement elements (first to third clutches and first and second brakes) disposed coaxially with the input shaft.
- the order of arrangement of the first to fourth gear sets in the input shaft direction is different from that of the first embodiment, and accordingly, the arrangement of the frictional engagement elements is also different.
- Other configurations are the same as those of the first embodiment.
- the first gear set PG1 and the third gear set are arranged in the transmission case 21 coaxially with the input shaft 22 (and the output shaft 23) in order from the input side.
- a gear set PG3, a second gear set PG2, and a fourth gear set PG4 are arranged.
- a second clutch CL2 is disposed between the input shaft directions of the third gear set PG3 and the second gear set PG2, and from the input side between the input shaft directions of the second gear set PG2 and the fourth gear set PG4.
- the first clutch CL1 and the third clutch CL3 are arranged in order, and the first brake BR1 and the second brake BR2 are arranged on the input side of the first gear set PG1 in order from the input side.
- the second gear set PG ⁇ b> 2, the first gear set PG ⁇ b> 2, and the first gear set are arranged in the transmission case 31 coaxially with the input shaft 32 (and the output shaft 33) in order from the input side.
- a gear set PG1, a third gear set PG3, and a fourth gear set PG4 are arranged.
- a first clutch CL1 is disposed between the input shaft directions of the second gear set PG2 and the first gear set PG1, and from the input side between the input shaft directions of the third gear set PG3 and the fourth gear set PG4.
- a second clutch CL2 and a third clutch CL3 are respectively provided, a first brake BR1 is provided in the vicinity of the input side of the second gear set PG2, and an input shaft between the first clutch CL1 and the first gear set PG1.
- a second brake BR2 is arranged.
- the second gear set PG ⁇ b> 2, the second gear set PG ⁇ b> 2, and the second gear set PG ⁇ b> 2 are arranged in order from the input side on the input shaft 42 (and the output shaft 43) and the shaft shaft.
- a third gear set PG3, a fourth gear set PG4, and a first gear set PG1 are arranged.
- the first clutch CL1 is disposed between the input shaft directions of the second gear set PG2 and the third gear set PG3, and from the input side between the input shaft directions of the third gear set PG3 and the fourth gear set PG4.
- the second clutch CL2 and the third clutch CL3 are disposed, the first brake BR1 is disposed in the vicinity of the input side of the second gear set PG2, and the vicinity of the non-input side (output side) of the first gear set PG1.
- a second brake BR2 is provided.
- the second gear set PG ⁇ b> 2, the fourth gear set PG ⁇ b> 2, the fourth gear set PG ⁇ b> 2, and the fourth gear set are arranged in the transmission case 51 simultaneously with the input shaft 52 (and output shaft 53).
- a gear set PG4, a first gear set PG1, and a third gear set PG3 are arranged.
- a first clutch CL1 and a third clutch CL3 are arranged in this order from the input side between the second gear set PG2 and the fourth gear set PG4, and the first gear set PG1 and the third gear set PG3
- a second clutch CL23 is disposed between the input shaft directions, the first brake BR1 is disposed in the vicinity of the input side of the second gear set PG2, and the second brake is disposed in the vicinity of the output side of the third gear set PG3.
- B2 is disposed.
- a second gear set PG ⁇ b> 2 a fourth gear set PG ⁇ b> 2 and a fourth gear set are arranged in the transmission case 61 coaxially with the input shaft 62 (and the output shaft 63) from the input side.
- a gear set PG4, a third gear set PG3, and a first gear set PG1 are arranged.
- a first clutch CL1 and a third clutch CL3 are arranged in order from the input side between the second gear set PG2 and the fourth gear set PG4, and the third gear set PG3 and the first gear set PG1
- a second clutch CL2 is disposed between the input shaft directions
- a first brake BR1 is disposed in the vicinity of the input side of the second gear set PG2, and an input shaft direction between the second clutch CL2 and the first gear set PG1.
- the second brake BR2 is disposed between the two.
- the third gear set PG3, the second gear set 71 and the second gear set 71 are arranged in the transmission case 71 coaxially with the input shaft 72 (and the output shaft 73) in order from the input side.
- a gear set PG2, a first gear set PG1, and a fourth gear set PG4 are arranged.
- a second clutch CL2 is disposed between the input shaft directions of the third gear set PG3 and the second gear set PG2, and from the input side between the input shaft directions of the second gear set PG2 and the first gear set PG1.
- a first clutch CL1 and a third clutch CL3 are arranged, a first brake BR1 is arranged in the vicinity of the input side of the third gear set PG3, and the input shaft direction of the third clutch CL3 and the first gear set PG1
- the second brake BR2 is disposed between the two.
- the third gear set PG3, the second gear set 81, and the second gear set 81 are arranged in the transmission case 81 coaxially with the input shaft 82 (and the output shaft 83) in order from the input side.
- a gear set PG2, a fourth gear set PG4, and a first gear set PG1 are arranged.
- a second clutch CL2 is disposed between the input shaft directions of the third gear set PG3 and the second gear set PG2, and from the input side between the input shaft directions of the second gear set PG2 and the fourth gear set PG4.
- a first clutch CL1 and a third clutch CL3 are disposed, a first brake BR1 is disposed near the input side of the third gear set PG3, and a second brake is disposed near the output side of the first gear set PG1.
- BR2 is provided.
- the automatic transmissions 20 to 80 according to the second to eighth embodiments are arranged in the input shaft direction of the first to fourth gear sets PG1 to PG4.
- the arrangement positions of the frictional engagement elements CL1 to CL3, BR1 and BR2 are different, but other configurations, that is, the connection of the rotating elements (sun gear, ring gear and carrier) in each gear set PG1 to PG4.
- the relationship, the relationship of the rotating elements connected to and disconnected from each other by the clutches CL1 to CL3, and the rotating element connected to and disconnected from the transmission case by the brakes BR1 and BR2 are all the same as in the first embodiment.
- the first sun gear S1 and the third ring gear R3 are always connected, and the first ring gear R1 and the fourth ring gear R4 are always connected,
- the second sun gear S2 and the fourth carrier C4 are always connected, the second ring gear R2 and the third carrier C3 are always connected, and the input shafts 22 to 82 are always connected to the second sun gear S2 and the fourth carrier C4.
- the output shafts 23 to 83 are always connected to the first ring gear R1 and the fourth ring gear R4.
- the first clutch CL1 is configured to connect / disconnect between the second carrier C2 and the third sun gear S3, and the second clutch CL2 connects / disconnects between the third sun gear S3 and the third ring gear R3.
- the third clutch CL3 is configured to connect and disconnect between the third sun gear S3 and the fourth sun gear S4.
- first brake BR1 is configured to connect and disconnect between the transmission cases 21 to 81 and the second carrier C2
- second brake BR2 is provided between the transmission cases 21 to 81 and the first carrier C1. Is configured to connect and disconnect.
- the three frictional engagement elements are selectively engaged according to the engagement table shown in FIG. Similarly, 8 forward speeds and 1 reverse speed are formed, and the sixth speed is the direct coupling stage (the reduction gear ratio at the sixth speed is 1).
- this gear step (the “embodiment” in FIG. 21) is described as the gear step of the automatic transmission described in the above-mentioned Patent Document 2 in which the direct coupling stage is the fifth speed (the “comparative example” in FIG. 21).
- Patent Document 2 comparativative example
- the gear step between the first speed and the second speed (“1-" in FIG. 21). 2 ”) is extremely larger than the gear steps between the other gears.
- the gear steps of the automatic transmissions 10 to 80 are within a narrow range of 1.1 to 1.5, and a very uniform distribution of gear steps is realized.
- the automatic transmissions 10 to 80 according to the first to eighth embodiments described above are vertical automatic transmissions, particularly for front engine and rear drive vehicles, in which the output shaft is arranged coaxially with the input shaft.
- the input side (drive source side) is the side of the fourth gear set PG4 (right side in FIG. 22), and extends in the vehicle width direction and has a drive source (for example, An input shaft 12 'connected to a horizontally mounted engine) extends from the right side to the left side in FIG. 22 and is connected to the second sun gear S2 and the fourth carrier C4.
- an output gear 13' as an output unit is provided coaxially with the input shaft 12 'instead of the output shaft 13 in the vertical automatic transmission 10.
- the output gear 13 ′ is disposed on the input side (right side in FIG. 22) of the fourth gear set PG 4, and is connected to the first ring gear R 1 and the fourth ring gear R 4 in the same manner as the output shaft 13.
- Other configurations are the same as those of the vertical automatic transmission 10.
- the output gear 13 ' is connected to an input gear of a differential mechanism integrated with the automatic transmission 10' through a gear on a counter shaft that extends in parallel with the input shaft 12 ', although not shown.
- the final reduction mechanism is constituted by a gear train from the output gear 13 'to the input gear of the differential mechanism.
- the number of reduction stages is increased as compared with the automatic transmission in which the direct connection stage is set to the fifth speed, at the expense of appropriate gear step distribution. Without this, it is possible to increase the reduction ratio at the low speed side gear.
- the drive source is a small displacement engine
- an increase in the size of the drive unit Therefore, it is possible to achieve the required driving force and start acceleration while making it possible to set an appropriate gear step between adjacent gears, and to reduce the mounting property of the drive unit in the engine room. Can be suppressed.
- the vertical transmission type automatic transmissions 20 to 80 according to the second to eighth embodiments are also changed to the horizontal installation type automatic transmission in the same manner as the automatic transmission 10 is changed to the automatic transmission 10 ′. can do.
- the number of forward gears is set to eight, but among all the rotary elements of the first to fourth gear sets PG1 to PG4, a new one is provided between any two rotary elements that are always connected.
- a clutch fourth clutch
- a sixth speed having a reduction ratio of 1 is formed by engaging the first clutch CL1, the second clutch CL2, the third clutch CL3, and the fourth clutch.
- the present invention is useful for an automatic transmission mounted on a vehicle, and is capable of setting a direct connection speed to the sixth speed and appropriately setting a gear step between adjacent speeds. Industrial applicability is high.
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Abstract
Description
11~81、11’ 変速機ケース
12~82 入力軸
13~83 出力軸(出力部)
13’ 出力ギヤ(出力部)
PG1 第1プラネタリギヤセット
PG2 第2プラネタリギヤセット
PG3 第3プラネタリギヤセット
PG4 第4プラネタリギヤセット
S1 第1サンギヤ
S2 第2サンギヤ
S3 第3サンギヤ
S4 第4サンギヤ
R1 第1リングギヤ
R2 第2リングギヤ
R3 第3リングギヤ
R4 第4リングギヤ
C1 第1キャリヤ
C2 第2キャリヤ
C3 第3キャリヤ
C4 第4キャリヤ
CL1 第1クラッチ
CL2 第2クラッチ
CL3 第3クラッチ
BR1 第1ブレーキ
BR2 第2ブレーキ
Claims (2)
- 自動変速機であって、
変速機ケース内に、
駆動源に連結される入力軸と、
前記入力軸と同軸上に配設されかつデファレンシャル機構に連結される出力部と、
第1サンギヤ、第1キャリヤ及び第1リングギヤを有するダブルピニオン型の第1プラネタリギヤセットと、
第2サンギヤ、第2キャリヤ及び第2リングギヤを有するダブルピニオン型の第2プラネタリギヤセットと、
第3サンギヤ、第3キャリヤ及び第3リングギヤを有するシングルピニオン型の第3プラネタリギヤセットと、
第4サンギヤ、第4キャリヤ及び第4リングギヤを有するシングルピニオン型の第4プラネタリギヤセットと、
第1クラッチと、
第2クラッチと、
第3クラッチと、
第1ブレーキと、
第2ブレーキと、を備え、
前記入力軸と前記第2サンギヤと前記第4キャリヤとが連結され、
前記出力部と前記第1リングギヤと前記第4リングギヤとが連結され、
前記第1サンギヤと前記第3リングギヤとが連結され、
前記第2リングギヤと前記第3キャリヤとが連結され、
前記第1クラッチは、前記第2キャリヤと前記第3サンギヤとの間を断接し、
前記第2クラッチは、前記第3サンギヤと前記第3リングギヤとの間を断接し、
前記第3クラッチは、前記第3サンギヤと前記第4サンギヤとの間を断接し、
前記第1ブレーキは、前記第2キャリヤと前記変速機ケースとの間を断接し、
前記第2ブレーキは、前記第1キャリヤと前記変速機ケースとの間を断接し、
前記自動変速機の減速比が1となる変速段が、第6速に設定されていることを特徴とする自動変速機。 - 請求項1記載の自動変速機において、
前記自動変速機は、前進8段及び後退1段を達成するものであり、
前記第2クラッチ、前記第1ブレーキ及び前記第2ブレーキの締結により、第1速が形成され、
前記第1クラッチ、前記第1ブレーキ及び前記第2ブレーキの締結により、第2速が形成され、
前記第1クラッチ、前記第2クラッチ及び前記第2ブレーキの締結により、第3速が形成され、
前記第1クラッチ、前記第3クラッチ及び前記第2ブレーキの締結により、第4速が形成され、
前記第2クラッチ、前記第3クラッチ及び前記第2ブレーキの締結により、第5速が形成され、
前記第1クラッチ、前記第2クラッチ及び前記第3クラッチの締結により、第6速が形成され、
前記第2クラッチ、前記第3クラッチ及び前記第1ブレーキの締結により、第7速が形成され、
前記第1クラッチ、前記第3クラッチ及び前記第1ブレーキの締結により、第8速が形成され、
前記第3クラッチ、前記第1ブレーキ及び前記第2ブレーキの締結により、後退速が形成されることを特徴とする自動変速機。
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DE112014000189.9T DE112014000189B4 (de) | 2013-09-30 | 2014-08-07 | Planetengetriebe |
CN201480002553.9A CN105556167B (zh) | 2013-09-30 | 2014-08-07 | 自动变速器 |
US14/431,510 US9382981B2 (en) | 2013-09-30 | 2014-08-07 | Automatic transmission |
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DE102008000207A1 (de) * | 2008-02-01 | 2009-08-06 | Zf Friedrichshafen Ag | Mehrstufengetriebe |
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CN105556167B (zh) | 2018-01-05 |
US9382981B2 (en) | 2016-07-05 |
JP2015068408A (ja) | 2015-04-13 |
CN105556167A (zh) | 2016-05-04 |
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