WO2018174237A1

WO2018174237A1 - Transmission

Info

Publication number: WO2018174237A1
Application number: PCT/JP2018/011662
Authority: WO
Inventors: 祐介竹内; 剛深谷
Original assignee: アイシン・エィ・ダブリュ株式会社
Priority date: 2017-03-24
Filing date: 2018-03-23
Publication date: 2018-09-27

Abstract

A transmission that includes: a single-pinion first planetary gear that includes a first sun gear, a first carrier rotatably supporting a first pinion gear that meshes with the first sun gear, and a first ring gear that meshes with the first pinion gear; and a Simpson compound planetary gear mechanism that includes two single-pinion planetary gears. The first pinion gear of the first planetary gear is a stepped pinion gear in which a small-diameter pinion gear that meshes with the first sun gear or the first ring gear, and a large-diameter pinion gear that meshes with the other gear, that is, the first ring gear or the first sun gear, are integrated.

Description

transmission

The present disclosure relates to a transmission that shifts power transmitted from a prime mover to an input shaft and transmits the power to an output shaft.

Conventionally, a transmission including three single pinion planetary gears, two clutches, and three brakes is known as this type of transmission (see, for example, Patent Document 1). In this transmission, the gear ratio of the first forward speed is 3.382, the gear ratio of the second forward speed is 1.933, and the gear ratio of the third forward speed is 1.425. The gear ratio of the fourth forward speed is 1.000, the gear ratio of the fifth forward speed is 0.715, and the gear ratio of the sixth forward speed is 0.608. .

Japanese Patent Laid-Open No. 05-26310

However, in the transmission described in Patent Document 1, the step ratio between the second forward speed and the third forward speed (gear ratio of the second forward speed / gear ratio of the third forward speed = 1. 356), the step ratio between the third forward speed and the fourth forward speed (gear ratio of the third forward speed / gear ratio of the fourth forward speed = 1.425) becomes larger. There is still room for improvement in terms of drivability. On the other hand, in the transmission described in Patent Document 1, if the gear ratio of the first planetary gear set that decelerates and outputs the rotation of the input shaft is increased, the speed between the second forward speed and the third forward speed is increased. The step ratio can be made larger than the step ratio between the third forward speed and the fourth forward speed. However, in this case, the first planetary gear set and thus the transmission is enlarged in the radial direction, and the mountability of the transmission is deteriorated.

Therefore, the main object of the invention of the present disclosure is to provide a transmission capable of improving the drivability by ensuring a good step ratio while suppressing deterioration in mountability.

The transmission according to the present disclosure includes a first sun gear and a first pinion gear that meshes with the first sun gear so that the power transmitted from the prime mover to the input shaft is changed and transmitted to the output shaft. A single pinion type first planetary gear including a first ring gear meshing with the first carrier and the first pinion gear; a second sun gear; a second carrier rotatably supporting the second pinion gear meshing with the second sun gear; And a single pinion type second planetary gear including a second ring gear meshing with the second pinion gear, a third sun gear, a third carrier that rotatably supports the third pinion gear meshing with the third sun gear, and the third carrier, A single pinion type third planetary gear including a third ring gear meshing with the third pinion gear, and the second sun gear and the front A compound planetary gear mechanism in which a third sun gear is always connected and the second carrier and the third ring gear are always connected, and the first pinion gear of the first planetary gear includes the first sun gear and A stepped pinion gear is formed by integrating a small-diameter pinion gear meshing with one of the first ring gears and a large-diameter pinion gear meshing with the other of the first sun gear and the first ring gear.

This transmission has a first planetary gear whose first pinion gear is a stepped pinion gear and a Simpson type (SS-CR type) compound planetary gear mechanism including two single pinion type planetary gears. Thus, by setting the first pinion gear of the first planetary gear as a stepped pinion gear, it is possible to freely set the gear ratio of the first planetary gear while suppressing an increase in the diameter of the first planetary gear (first ring gear). The degree can be improved. As a result, it is possible to improve the drivability by setting the step ratio of the transmission more appropriately while suppressing the deterioration of the mounting property of the transmission by suppressing the transmission from being enlarged in the radial direction. .

It is a schematic block diagram of the power transmission device containing the transmission of this indication. FIG. 2 is an operation table showing a relationship between each shift stage and an operation state of a clutch and a brake in the transmission of the power transmission device of FIG. 1. FIG. 2 is a velocity diagram showing a ratio of a rotational speed of each rotary element to an input rotational speed in the transmission of the power transmission device of FIG. 1. It is a mimetic diagram showing the 1st planetary gear contained in the transmission of this indication. It is sectional drawing which shows the structure in the 1st planetary gear periphery of the transmission of this indication.

Next, an embodiment for carrying out the invention of the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic configuration diagram of a power transmission device 20 including a transmission according to the present disclosure. A power transmission device 20 shown in the figure is connected to a crankshaft CS of an engine (not shown) (internal combustion engine) and / or a rotor of an electric motor as a drive source mounted vertically in a front portion of a rear wheel drive vehicle. At the same time, power (torque) from the engine or the like can be transmitted to left and right rear wheels (drive wheels) (not shown). As shown in the figure, the power transmission device 20 shifts the power transmitted to the input shaft (input member) 30i from the transmission case (stationary member) 22, the starting device (fluid transmission device) 23, the oil pump 29, the engine, and the like. And an automatic transmission 30 that transmits the output shaft (output member) 30o.

The starting device 23 includes a front cover 23c connected to an engine crankshaft CS or the like via a drive plate (not shown), an input-side pump impeller 24 having a pump shell closely fixed to the front cover 23c, an automatic The output side turbine runner 25 connected to the input shaft 30 i of the transmission 30, the pump impeller 24, and the turbine runner 25 are disposed inside the turbine runner 25 to rectify the flow of hydraulic oil (ATF) from the turbine runner 25 to the pump impeller 24. It includes a stator 26, a torque converter (fluid transmission) having a one-way clutch 26a for limiting the rotation direction of the stator 26 to one direction. The starting device 23 may include a fluid coupling that does not have the stator 26.

Further, the starting device 23 connects the front cover 23c connected to the crankshaft of the engine and the like and the input shaft 30i of the automatic transmission 30 to each other and releases the connection between the lockup clutch 27, the front cover 23c, And a damper mechanism 28 for attenuating vibration between the input shaft 30i of the automatic transmission 30. In the present embodiment, the lock-up clutch 27 is a single-plate friction hydraulic clutch having a lock-up piston and a friction material attached to the lock-up piston. However, the lock-up clutch 27 may be a multi-plate friction hydraulic clutch having at least one friction engagement plate. The oil pump 29 is driven by power from the engine, sucks hydraulic oil stored in an oil pan (not shown), and pumps it to a hydraulic control device (not shown).

The automatic transmission 30 is configured as a six-speed transmission, and as shown in FIG. 1, an output shaft connected to the left and right rear wheels via an input shaft 30i, a differential gear (not shown), and a drive shaft. In addition to 30o, a single pinion type first planetary gear 31 arranged side by side in the axial direction of the automatic transmission 30 (input shaft 30i and output shaft 30o), and single pinion type second and third planetary gears 32 are arranged. , 33, and a Simpson type compound planetary gear mechanism 35. Further, the automatic transmission 30 includes a clutch C1 (first clutch) as a first engagement element and a clutch C2 (second clutch) as a second engagement element for changing a power transmission path from the input shaft 30i to the output shaft 30o. A second clutch), a brake B1 (first brake) as a third engagement element, a brake B2 (second brake) as a fourth engagement element, a brake B3 (third brake) as a fifth engagement element, and A one-way clutch F1 as a sixth engagement element is included.

In the present embodiment, the first planetary gear 31 and the compound planetary gear mechanism 35 are the first planetary gear 31 and the second planetary gear constituting the compound planetary gear mechanism 35 from the starting device 23, that is, the engine side (left side in FIG. 1). 32 and the third planetary gear 33 are arranged in the transmission case 22 in this order. Thus, the first planetary gear 31 is arranged on the front side of the vehicle so as to be closer to the starting device 23 than the compound planetary gear mechanism 35, and the third planetary gear 33 is arranged so as to be close to the output shaft 30o. It is arranged on the rear side. Further, the second planetary gear 32 is disposed between the first planetary gear 31 and the third planetary gear 33 in the axial direction of the input shaft 30i, the output shaft 30o, and the like.

The first planetary gear 31 functions as a reduction gear, and includes a first sun gear 31s that is an external gear, and a first ring gear 31r that is an internal gear arranged concentrically with the first sun gear 31s. A plurality of first pinion gears 31p meshing with the first sun gear 31s and the first ring gear 31r, and a first carrier (planetary carrier) 31c that holds the plurality of first pinion gears 31p so as to rotate (rotate) and revolve freely. As shown in FIG. 1, the first sun gear 31 s of the first planetary gear 31 is always connected (fixed) to the input shaft 30 i and rotates or stops constantly (and coaxially) with the input shaft 30 i. In the present embodiment, the gear ratio λ1 of the first planetary gear 31 (the number of teeth of the first sun gear 31s / the number of teeth of the first ring gear 31r) is set to λ1 = 0.711, for example.

The second planetary gear 32 constituting the compound planetary gear mechanism 35 includes a second sun gear 32s that is an external gear, a second ring gear 32r that is an internal gear disposed concentrically with the second sun gear 32s, and a second sun gear 32r. A plurality of second pinion gears 32p that mesh with the two sun gears 32s and the second ring gear 32r, and a second carrier (planetary carrier) 32c that holds the plurality of second pinion gears 32p so as to be capable of rotating (rotating) and revolving freely. As shown in FIG. 1, the second sun gear 32 s of the second planetary gear 32 is an intermediate shaft of the automatic transmission 30 that is rotatably disposed between the input shaft 30 i and the output shaft 30 o in the axial direction. It is always connected (fixed) to 30m, and always rotates or stops integrally (and coaxially) with the intermediate shaft 30m. Further, the second ring gear 32r of the second planetary gear 32 is always connected (fixed) to the first carrier 31c of the first planetary gear 31, and always rotates or stops integrally (and coaxially) with the first carrier 31c. To do. In the present embodiment, the gear ratio λ2 of the second planetary gear 32 (the number of teeth of the second sun gear 32s / the number of teeth of the second ring gear 32r) is set to λ2 = 0.394, for example.

The third planetary gear 33 that constitutes the compound planetary gear mechanism 35 includes a third sun gear 33s that is an external gear, a third ring gear 33r that is an internal gear disposed concentrically with the third sun gear 33s, respectively. A plurality of third pinion gears 33p that mesh with the three sun gears 33s and the third ring gear 33r, and a third carrier (planetary carrier) 33c that holds the plurality of third pinion gears 33p so as to rotate (rotate) and revolve freely. As shown in FIG. 1, the third sun gear 33 s of the third planetary gear 33 is always connected (fixed) to the intermediate shaft 30 m, similarly to the second sun gear 32 s of the second planetary gear 32. 32s and the intermediate shaft 30m always rotate or stop integrally (and coaxial). The third carrier 33c of the third planetary gear 33 is always connected to the output shaft 30o, and always rotates or stops integrally (and coaxially) with the output shaft 30o. In the present embodiment, the gear ratio λ3 of the third planetary gear 33 (the number of teeth of the third sun gear 33s / the number of teeth of the third ring gear 33r) is set to λ3 = 0.394, for example.

The clutch C1 connects the input shaft 30i and the second sun gear 32s of the second planetary gear 32 and the third sun gear 33s of the third planetary gear 33 that are always connected to each other and releases the connection therebetween. The clutch C2 connects the input shaft 30i, the second carrier 32c of the second planetary gear 32 and the third ring gear 33r of the third planetary gear 33 that are always connected to each other and releases the connection between them. The brake B1 non-rotatably connects (fixes) the first ring gear 31r of the first planetary gear 31 to the transmission case 22 as a stationary member, and releases the first ring gear 31r so as to be rotatable with respect to the transmission case 22. To do. The brake B2 connects (fixes) the first carrier 31c of the first planetary gear 31 and the second ring gear 32r of the second planetary gear 32, which are always connected, to the transmission case 22 in a non-rotatable manner. It is free to rotate. The brake B3 non-rotatably connects (fixes) the second carrier 32c of the second planetary gear 32 and the third ring gear 33r of the third planetary gear 33 that are always connected to the transmission case 22, and also connects the two to the transmission case 22. It is free to rotate. The one-way clutch F1 restricts reverse rotation by allowing only normal rotation of the second carrier 32c of the second planetary gear 32 and the third ring gear 33r of the third planetary gear 33 that are always connected.

In the present embodiment, as the clutches C1 and C2, a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, a centrifugal hydraulic pressure cancellation chamber, and the like. A multi-plate friction type hydraulic clutch (friction engagement element) having the above is adopted. As the brake B1-B3, a multi-plate friction hydraulic brake having a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, and the like. Is adopted. The clutches C1 and C2 and the brakes B1-B3 operate when hydraulic oil is supplied and discharged by a hydraulic control device (not shown).

FIG. 2 shows an operation table showing the relationship between the respective shift stages of the automatic transmission 30 and the operating states of the clutches C1 and C2, the brakes B1-B3 and the one-way clutch F1, and FIG. 3 shows an input shaft 30i in the automatic transmission 30. The speed diagram which shows the ratio of the rotational speed of each rotation element with respect to the rotational speed (input rotational speed) is shown. The automatic transmission 30 sets the clutches C1 and C2, the brakes B1-B3, and the one-way clutch F1 to the states shown in the operation table of FIG. 2 so that the forward speed and the reverse speed from the first speed to the sixth speed I will provide a. Step ratio (gear ratio of a certain gear stage / gear ratio of gear stage on one high speed stage) and spread (gear ratio width = gear ratio of first forward speed that is the lowest gear stage) / maximum speed shift in the automatic transmission 30 The gear ratio of the sixth forward speed, which is the speed, is as illustrated, and gradually decreases as the number of speed stages increases. Thereby, in the automatic transmission 30, it becomes possible to improve the drivability by improving the shift feeling.

As can be seen from FIG. 3, the first sun gear 31 s of the first planetary gear 31 is an input element (always input element) of the first planetary gear 31, and the first carrier 31 c is an output of the first planetary gear 31. The first ring gear 31 r becomes an element that can be fixed to the first planetary gear 31. The first sun gear 31s is used as the first rotating element of the automatic transmission 30, the first carrier 31c is used as the second rotating element of the automatic transmission 30, and the first ring gear 31r is used as the third rotating element of the automatic transmission 30. For example, the first planetary gear 31 has the first to third rotating elements of the automatic transmission 30 arranged in order at intervals according to the gear ratio λ1 on the velocity diagram.

Further, among the rotating elements constituting the compound planetary gear mechanism 35 (second and third planetary gears 32, 33), the second ring gear 32r becomes the first fixable element of the compound planetary gear mechanism 35 and is always connected. The second carrier 32c and the third ring gear 33r serve as a second fixable element of the compound planetary gear mechanism 35, and the third carrier 33c serves as an output element of the compound planetary gear mechanism 35 (automatic transmission 30) and is always connected. The second and third sun gears 32 s and 33 s are input elements of the compound planetary gear mechanism 35. The second ring gear 32r is the fourth rotating element of the automatic transmission 30, the second carrier 32c and the third ring gear 33r are the fifth rotating element of the automatic transmission 30, and the third carrier 33c is the first rotating element of the automatic transmission 30. If the second and third sun gears 32 s and 33 s are the seventh rotation elements of the automatic transmission 30, the compound planetary gear mechanism 35 has an interval corresponding to the gear ratios λ2 and λ3 on the velocity diagram. Thus, the fourth to seventh rotating elements of the automatic transmission 30 arranged in order are provided.

FIG. 4 is a schematic diagram showing the first planetary gear 31 of the automatic transmission 30, and FIG. 5 is a cross-sectional view showing the configuration of the automatic transmission 30 around the first planetary gear 31.

As shown in FIGS. 1, 4 and 5, in the first planetary gear 31 of the automatic transmission 30, as the first pinion gear 31p, a small-diameter pinion gear PS and a large-diameter pinion gear PL larger in diameter than the small-diameter pinion gear PS are provided. Stepped pinion gears that are integrated so as to be aligned in the axial direction are employed. In the present embodiment, the small-diameter pinion gear PS of the first pinion gear 31p meshes with the first sun gear 31s of the first planetary gear 31, and the large-diameter pinion gear PL of the first pinion gear 31p meshes with the first ring gear 31r. Further, in the present embodiment, the first sun gear 31s of the first planetary gear 31 and the small-diameter pinion gear PS meshing with the first sun gear 31s are disposed on the engine side (vehicle front side) in the axial direction of the automatic transmission 30, and the first ring gear 31r. The large-diameter pinion gear PL meshing therewith is arranged on the second planetary gear 32 side (vehicle rear side) in the axial direction of the automatic transmission 30. Further, the small-diameter pinion gear PS and the large-diameter pinion gear PL constituting the first pinion gear 31p have different modules. In this embodiment, as can be seen from FIG. 4, the small-diameter pinion gear PS module is the large-diameter pinion gear PL. It is smaller than the module. That is, as shown in FIG. 4, the tooth length of the small-diameter pinion gear PS is lower than that of the large-diameter pinion gear PL.

As shown in FIGS. 1 and 5, the automatic transmission 30 includes an annular connecting member 36 connected (fixed) to a clutch drum (not shown) of the clutch C2 that can rotate integrally with the input shaft 30i, A sleeve member (shaft member) 37 is connected (fixed) to the clutch hub Hc2 (see FIG. 5) of the clutch C2 and is supported coaxially and rotatably by the intermediate shaft 30m via a bush 80 (radial bearing). . The first sun gear 31 s of the first planetary gear 31 is always connected to the input shaft 30 i by being fixed to the inner peripheral portion of the connecting member 36. Further, a sleeve member 37 is inserted into the central opening of the first sun gear 31s through a bush 81 (radial bearing). Thus, the first sun gear 31 s is supported coaxially and rotatably (in the radial direction) by the outer peripheral surface of the sleeve member 37. A thrust bearing 90 is disposed between the first sun gear 31 s and the flange portion formed on the sleeve member 37 in the axial direction.

Furthermore, the first carrier 31c of the first planetary gear 31 includes an annular first support member 31ca and an annular second support member 31cb. As shown in FIG. 5, the first support member 31ca of the first carrier 31c includes an annular portion 31cc extending in the radial direction and an inner cylinder portion 31cd extending in the axial direction from the inner peripheral portion of the annular portion 31cc. And have. The annular portion 31cc of the first support member 31ca has an end portion on the first ring gear 31r side (large-diameter pinion gear PL side, that is, the right side in FIG. 5) of the pinion shaft 31ps inserted through the first pinion gear 31p via a needle bearing. To support. The inner cylinder portion 31cd is disposed such that the free end thereof is closer to the second planetary gear 32 (compound planetary gear mechanism 35) than the annular portion 31cc. The inner cylinder portion 31cd includes a bush 82 (radial). The sleeve member 37 is inserted through the bearing. Accordingly, the first support member 31ca is supported coaxially and rotatably (in the radial direction) by the outer peripheral surface of the sleeve member 37.

The second support member 31cb of the first carrier 31c includes an annular portion 31ce extending in the radial direction and a plurality of connecting portions 31cf extending in the axial direction at intervals from the outer peripheral portion of the annular portion 31ce in the circumferential direction. And have. As can be seen from FIG. 5, the free end portions of the plurality of connecting portions 31cf are respectively fixed to the outer peripheral surface of the annular portion 31cc of the first support member 31ca. Accordingly, the second support member 31cb is connected to the first support member 31ca and is supported in a cantilever manner by the first support member 31ca. The inner diameter of the annular portion 31ce of the second support member 31cb is set larger than the outer diameter of the first sun gear 31s, and the annular portion 31ce has a diameter at the end of the first sun gear 31s on the connecting member 36 side. It arrange | positions so that the space | interval of a direction may be surrounded. The annular portion 31ce supports the end of the pinion shaft 31ps on the first sun gear 31s side (small-diameter pinion gear PS side, that is, the left side in FIG. 5). Further, between the annular portion 31ce of the second support member 31cb and the connecting member 36 adjacent to the annular portion 31ce on the side opposite to the first support member 31ca (on the engine side, that is, the left side in FIG. 5) in the axial direction. The thrust bearing 91 is arranged.

As shown in FIG. 5, an annular first ring gear flange 31rf extending in the radial direction is connected (fitted) to the end of the first ring gear 31r of the first planetary gear 31. The inner cylindrical portion 31cd of the first carrier 31c is inserted through the bush 83 (radial bearing) through the central opening of the first ring gear flange 31rf. Accordingly, the first ring gear flange 31rf, that is, the first ring gear 31r is supported coaxially and rotatably (in the radial direction) by the outer peripheral surface (first carrier 31c) of the inner cylinder portion 31cd. Further, a thrust bearing 92 is disposed between the annular portion 31cc of the first support member 31ca and the first ring gear flange 31rf in the axial direction.

Further, an annular second ring gear flange 32rf extending in the radial direction is connected (fitted) to the end of the second ring gear 32r of the second planetary gear 32. A spline is formed in the central opening of the second ring gear flange 32rf, and the spline is a free end portion of the inner cylinder portion 31cd of the first carrier 31c protruding from the first ring gear flange 31rf to the second planetary gear 32 side. It is fitted to the spline formed in. As a result, the first carrier 31c of the first planetary gear 31 and the second ring gear 32r of the second planetary gear 32 are always connected. Further, a thrust bearing 93 is disposed between the second ring gear flange 32rf and the first ring gear flange 31rf in the axial direction. A spline is formed on the inner periphery of the second carrier 32 c of the second planetary gear 32, and the spline is fitted to a spline formed at the free end of the sleeve member 37. Thus, the second carrier 32c is always connected to the clutch hub Hc2 of the clutch C2 via the sleeve member 37 as a connecting member. Further, a thrust bearing 94 is disposed between the second carrier 32c and the second ring gear flange 32rf in the axial direction.

Further, as shown in FIG. 5, the brake hub Hb1 of the brake B1 includes the first planetary gear 32, that is, the first ring gear 31r of the first ring gear 31r so as to surround at least a part of the second ring gear 32r and the second ring gear flange 32rf. It is fixed to the ring gear flange 31rf. The brake hub Hb2 of the brake B2 is fixed to the annular portion 31ce of the second support member 31cb of the first carrier 31c so as to surround the first planetary gear 31, that is, the first ring gear 31r and the first pinion gear 31p. Accordingly, the brake B1 is disposed on the radially outer side of the second planetary gear 32 so that at least a part thereof overlaps the second planetary gear 32 in the axial direction when viewed from the radial direction, and at least a part of the brake B2 has a diameter. The first planetary gear 31 is disposed on the radially outer side so as to overlap the first planetary gear 31 in the axial direction when viewed from the direction.

That is, in the automatic transmission 30, at least a part of the brake B <b> 2, which is engaged when the second forward speed is formed, increases the required torque capacity as compared with the brake B <b> 1. It arrange | positions at the radial direction outer side of the 1st planetary gear 31 located in the (engine) side. Further, at least a part of the brake B1 having a smaller torque capacity than that of the brake B2 is disposed on the radially outer side of the second planetary gear 32. As a result, it is possible to suppress an increase in size (increase in diameter) of the automatic transmission 30 (transmission case 22) around the first and second

planetary gears

31 and 32 while ensuring the torque capacity of the brake B2. Become. Further, by connecting the first carrier 31c to the brake hub Hb2 of the brake B2, the path from the second ring gear 32r to the brake B2 can be made longer, so that the second ring gear 32r is connected to the transmission case 22 by the brake B2. The vibration excited by the second ring gear 32r when connected to can be damped well. In addition, by coupling the second ring gear 32r to the brake hub Hb2 via the first carrier 31c, vibration excited by the second ring gear 32r due to the moment of inertia of the first carrier 31c can also be attenuated.

As described above, in the automatic transmission 30 of the power transmission device 20, as the first pinion gear 31p of the first planetary gear 31 arranged closest to the starting device 23 (engine), a small-diameter pinion gear PS and a large-diameter pinion gear are used. A stepped pinion gear integrated with PL is adopted. Thereby, the freedom degree of setting of gear ratio (lambda) 1 of the 1st planetary gear 31 can be improved, suppressing enlargement of the diameter of the 1st planetary gear 31, ie, the 1st ring gear 31r. That is, by making the module (tooth height) of the small-diameter pinion gear PS smaller than the module (tooth height) of the large-diameter pinion gear PL, the number of teeth of the first sun gear 31s is increased and the diameter of the first sun gear 31s is increased. The gear ratio λ1 of the first planetary gear 31 can be increased while being suppressed. As a result, the step ratio of the automatic transmission 30 is set more appropriately (see FIG. 2) while suppressing an increase in the size of the automatic transmission 30 and thus the power transmission device 20, particularly in the radial direction. It becomes possible to improve drivability as good. Further, in the automatic transmission 30, a Simpson type (SS-CR type) compound planetary gear mechanism including two single pinion type second and third

planetary gears

32 and 33 is employed as the compound planetary gear mechanism 35. Yes. This reduces the meshing loss between the rotating elements of the compound planetary gear mechanism 35 to further improve the power transmission efficiency in the automatic transmission 30, and also reduces the number of parts and suppresses the increase in weight and size of the entire device. can do. As a result, in the automatic transmission 30, it is possible to satisfactorily ensure power transmission efficiency and a step ratio while suppressing deterioration in mountability.

In the first, second and third

planetary gears

31, 32, 33 of the automatic transmission 30, the first, second and third sun gears 31s, 32s, 33s are basically input elements, and the first, The second and

third carriers

31c, 32c, and 33c serve as output elements, and the first, second, and third ring gears 31r, 32r, and 33r serve as fixable elements. As a result, the power transmission efficiency in the automatic transmission 30 can be further improved.

Further, in the automatic transmission 30, the first carrier 31c of the first planetary gear 31 is an annular first support member 31ca that supports an end portion on the first ring gear 31r side of the pinion shaft 31ps inserted through the first pinion gear 31p. And a second support member 31cb that supports an end of the pinion shaft 31ps on the first sun gear 31s side. The first support member 31ca is supported in the radial direction by a sleeve member 37 inserted through the central opening, and the second support member 31cb is connected to the first support member 31ca and is separated by the first support member 31ca. Supported by a handheld. Further, a thrust bearing 91 is provided between the annular portion 31ce of the second support member 31cb and the connecting member 36 adjacent to the second support member 31cb (annular portion 31ce) on the side opposite to the first support member 31ca. Be placed. As a result, the small-diameter pinion gear PS and the large-diameter pinion gear are controlled while suppressing the increase in size around the first planetary gear 31 while utilizing the self-aligning action of the engagement between the first sun gear 31s and the small-diameter pinion gear PS of the first pinion gear 31p. It becomes possible to more appropriately support the relatively long first pinion gear 31p including PL.

In the first planetary gear 31 of the automatic transmission 30, the small-diameter pinion gear PS of the first pinion gear 31p meshes with the first sun gear 31s, and the large-diameter pinion gear PL of the first pinion gear 31p meshes with the first ring gear 31r. However, it is not limited to this. That is, the large-diameter pinion gear PL of the first pinion gear 31p may be engaged with the first sun gear 31s, and the small-diameter pinion gear PS of the first pinion gear 31p may be engaged with the first ring gear 31r. Further, the number of teeth of the small-diameter pinion gear PS and the large-diameter pinion PL may be the same or different from each other.

As described above, the transmission according to the present disclosure includes the first sun gear (31s) in the transmission (30) that shifts the power transmitted from the prime mover to the input shaft (30i) and transmits it to the output shaft (30o). A single carrier including a first carrier (31c) rotatably supporting a first pinion gear (31p) meshing with the first sun gear (31s) and a first ring gear (31r) meshing with the first pinion gear (31p). A pinion-type first planetary gear (31), a second sun gear (32s), a second carrier (32c) rotatably supporting a second pinion gear (32p) meshing with the second sun gear (32s), and A single pinion type second planetary gear (32) including a second ring gear (32r) meshing with the second pinion gear (32p), a third sun gear (33s), the second A single pinion type including a third ring gear (33r) meshing with the third carrier (33c) and the third pinion gear (33p) while rotatably supporting the third pinion gear (33p) meshing with the sun gear (33s). A third planetary gear (33), the second sun gear (32s) and the third sun gear (33s) are always connected, and the second carrier (32c) and the third ring gear (33r) A compound planetary gear mechanism (35) that is always connected, and the first pinion gear (31p) of the first planetary gear (31) is connected to the first sun gear (31s) and the first ring gear (31r). A small-diameter pinion gear (PS) meshing with one side, and a large-diameter pinion gear meshing with the other of the first sun gear (31s) and the first ring gear (31r) Ngiya (PL) and those which are a stepped pinion gear are integrated.

A transmission according to the present disclosure includes a first planetary gear whose first pinion gear is a stepped pinion gear, and a Simpson type (SS-CR type) compound planetary gear mechanism including two single pinion type planetary gears. is there. Thus, by setting the first pinion gear of the first planetary gear as a stepped pinion gear, it is possible to freely set the gear ratio of the first planetary gear while suppressing an increase in the diameter of the first planetary gear (first ring gear). The degree can be improved. As a result, it is possible to improve the drivability by setting the step ratio of the transmission more appropriately while suppressing the deterioration of the mounting property of the transmission by suppressing the transmission from being enlarged in the radial direction. .

The small-diameter pinion gear (PS) may mesh with the first sun gear (31s), and the large-diameter pinion gear (PL) may mesh with the first ring gear (31r).

Further, in the transmission (30), the small-diameter pinion gear (PS) module and the large-diameter pinion gear (PL) module may be different. As a result, the degree of freedom in setting the gear ratio of the first planetary gear can be further improved.

Further, the small-diameter pinion gear (PS) module may be smaller than the large-diameter pinion gear (PL) module. As a result, by increasing the number of teeth of the first sun gear, it is possible to increase the gear ratio of the first planetary gear while suppressing an increase in the diameter of the first sun gear.

Further, the first carrier (31c) is an annular first support member (31ca) that supports an end portion of the pinion shaft (31ps) that is inserted into the first pinion gear (31p) on the first ring gear (31r) side. ) And a second support member (31ca) that supports an end of the pinion shaft (31ps) on the first sun gear (31s) side, and the first support member (31ca) has a central opening. The second support member (31cb) may be connected to the first support member (31ca) and connected to the first support member (31ca). The second support member (31cb, 31ce) and a member adjacent to the second support member (31cb) on the side opposite to the first support member (31ca) Between 36), the thrust bearing (91) may be disposed. Accordingly, the self-aligning action by the meshing of the first sun gear and the small-diameter pinion gear of the first pinion gear is used to suppress the enlargement of the periphery of the first planetary gear and the relatively long length including the small-diameter pinion gear and the large-diameter pinion gear. It becomes possible to more appropriately support the first pinion gear.

Further, the transmission (30) connects the input shaft (30i) and the second sun gear (32s) of the second planetary gear (32) to each other and releases the connection therebetween. ), A second clutch (C2) for connecting the input shaft (30i) and the second carrier (32c) of the second planetary gear (32) to each other and releasing the connection between them, and the first planetary gear (32) A first brake (B1) for connecting the first ring gear (31r) of the gear (31) to the stationary member (22) to fix the first ring gear (31r) so as not to rotate and releasing the connection between the first ring gear (31) and the second planetary gear (32) The second ring gear (32r) is connected to the stationary member (22) to be fixed in a non-rotatable manner and the second brake (B2) for releasing the connection between the second ring gear (32r) and the third planetary gear (33). 3 ring gear (3 a third brake (B3) for connecting the stationary member (22) to the stationary member (22) so as to be non-rotatable and releasing the connection between the stationary member (22) and the first planetary gear (31); One sun gear (31s) may be always connected to the input shaft (30i), and the second ring gear (32r) of the second planetary gear (32) is the first gear of the first planetary gear (31). The third carrier (33c) of the third planetary gear (33) may be always connected to the output shaft (30o). Thus, in the first, second, and third planetary gears, basically, the first, second, and third sun gears are input elements, and the first, second, and third carriers are output elements, and the first, Since the second and third ring gears are fixable elements, the power transmission efficiency can be further improved.

Furthermore, in the transmission (30), the first planetary gear (31) may be arranged closer to the prime mover than the compound planetary gear mechanism (35), and the output shaft (30o) The vehicle may be connected to a rear wheel on which the prime mover is mounted. That is, the transmission according to the present disclosure is suitable for a rear-wheel drive vehicle because it can satisfactorily ensure power transmission efficiency and a step ratio while suppressing an increase in dimension in the radial direction.

Another transmission of the present disclosure includes a first sun gear (31s), a first sun gear (31s), and a first sun gear (31s) in the transmission (30) that shifts power transmitted from the prime mover to the input shaft (30i) and transmits the power to the output shaft (30o). A single-pinion first gear having a first carrier (31c) rotatably supporting a first pinion gear (31p) meshing with the sun gear (31s) and a first ring gear (31r) meshing with the first pinion gear (31p). A first planetary gear (31), a second sun gear (32s), a second carrier (32c) rotatably supporting a second pinion gear (32p) meshing with the second sun gear (32s), and the second pinion gear ( 32p), a single pinion type second planetary gear (32) having a second ring gear (32r) meshing with the third sun gear (33s), the third sun gear ( 3s), a third pinion gear (33p) that rotatably supports the third carrier (33c), and a third ring gear (33r) that meshes with the third pinion gear (33p). A planetary gear (33), and the second sun gear (32s) and the third sun gear (33s) are always connected, and the second carrier (32c) and the third ring gear (33r) are always connected. A combined planetary gear mechanism (35), wherein the first pinion gear (31p) of the first planetary gear (31) is provided on one of the first sun gear (31s) and the first ring gear (31r). A small-diameter pinion gear (PS) that meshes with a large-diameter pinion gear that meshes with the other of the first sun gear (31s) and the first ring gear (31r). L) and a stepped pinion gears are integrated, and the module of the small-diameter pinion gear (PS), wherein those in which the module of the large-diameter pinion (PL) are different.

Such a transmission includes a first planetary gear whose first pinion gear is a stepped pinion gear, and a Simpson type (SS-CR type) compound planetary gear mechanism including two single pinion type planetary gears, and a small-diameter pinion gear. And the module of the large-diameter pinion gear are different. Thereby, the freedom degree of the setting of the gear ratio of a 1st planetary gear can be improved very favorably, suppressing the enlargement of a 1st planetary gear (1st ring gear). Therefore, it becomes possible to set the step ratio of the transmission more appropriately while suppressing the deterioration of the mountability of the transmission. Furthermore, by adopting a Simpson type (SS-CR type) compound planetary gear mechanism, it is possible to reduce the meshing loss between the rotating elements of the compound planetary gear mechanism and further improve the power transmission efficiency in the transmission. It is possible to reduce the number of parts and increase the weight and size of the entire device. As a result, in this transmission, it is possible to ensure good power transmission efficiency and a step ratio while suppressing deterioration in mountability.

And the invention of this indication is not limited to the said embodiment at all, and it cannot be overemphasized that various changes can be made within the range of the extension of this indication. Furthermore, the mode for carrying out the invention described above is merely a specific form of the invention described in the Summary of Invention column, and does not limit the elements of the invention described in the Summary of Invention column. Absent.

The invention of the present disclosure can be used in the manufacturing industry of planetary gear mechanisms.

Claims

In the transmission that shifts the power transmitted from the prime mover to the input shaft and transmits it to the output shaft,
A first planetary gear of a single pinion type including a first sun gear, a first carrier rotatably supporting a first pinion gear meshing with the first sun gear, and a first ring gear meshing with the first pinion gear;
A second sun gear, a second carrier that rotatably supports a second pinion gear that meshes with the second sun gear, a single pinion type second planetary gear that includes a second ring gear that meshes with the second pinion gear, and a third sun gear A third pinion gear that meshes with the third sun gear rotatably and includes a third carrier and a third ring gear that meshes with the third pinion gear. A compound planetary gear mechanism in which a sun gear and the third sun gear are always connected and the second carrier and the third ring gear are always connected;
The first pinion gear of the first planetary gear integrates a small-diameter pinion gear that meshes with one of the first sun gear and the first ring gear and a large-diameter pinion gear that meshes with the other of the first sun gear and the first ring gear. A transmission that is a stepped pinion gear.
The transmission according to claim 1, wherein
The small diameter pinion gear meshes with the first sun gear, and the large diameter pinion gear meshes with the first ring gear.
3. The transmission according to claim 1, wherein the small-diameter pinion gear module is different from the large-diameter pinion gear module.
The transmission according to claim 3,
The small-diameter pinion gear module is a smaller transmission than the large-diameter pinion gear module.
The transmission according to claim 4, wherein
The first carrier supports an annular first support member that supports an end portion on the first ring gear side of a pinion shaft that is inserted through the first pinion gear, and an end portion on the first sun gear side of the pinion shaft. A second support member that
The first support member is supported in a radial direction by a shaft member inserted through a central opening,
The second support member is connected to the first support member and is supported in a cantilever manner by the first support member,
A transmission in which a thrust bearing is disposed between the second support member and a member adjacent to the second support member on the side opposite to the first support member.
The transmission according to any one of claims 1 to 5,
A first clutch for connecting the input shaft and the second sun gear of the second planetary gear to each other and releasing the connection between them;
A second clutch for connecting the input shaft and the second carrier of the second planetary gear to each other and releasing the connection between them;
A first brake for connecting the first ring gear of the first planetary gear to a stationary member to fix the first planetary gear so as not to rotate and to release the connection between the two;
A second brake for connecting the second ring gear of the second planetary gear to the stationary member to fix the second planetary gear so as not to rotate and to release the connection between them;
A third brake for connecting the third ring gear of the third planetary gear to the stationary member to fix the third planetary gear so as not to rotate and to release the connection between them;
Further comprising
The first sun gear of the first planetary gear is always connected to the input shaft, and the second ring gear of the second planetary gear is always connected to the first carrier of the first planetary gear, and The third carrier of the three planetary gears is a transmission that is always connected to the output shaft.
The transmission according to any one of claims 1 to 6,
The first planetary gear is disposed closer to the prime mover than the compound planetary gear mechanism, and the output shaft is connected to a rear wheel of a vehicle on which the prime mover is mounted.