JPH01112057A - Multistage automatic speed change gear with auxiliary speed change gear - Google Patents

Abstract

PURPOSE:To enable both increase of the degree of freedom of setting of a gear ratio and prevention of the occurrence of a gear shift shock, by a method wherein a main speed change gear and an auxiliary speed change gear, both capable of automatically shifting a gear shift step, are provided, simultaneous shift of the two speed change gears is prohibited, and shift directions are made identical to each other. CONSTITUTION:A main speed change gear 11 on the input shaft I side and an auxiliary speed change gear 21 on the output shaft 0 side are both of a type in which a planetary gar 2 set is linked to a sympson type. The main speed change gear 11 has clutches C1-C3, brakes B1 and B2, and a one-way clutch F1, and the auxiliary speed change gear 21 has a clutch C3, brakes B3 and B4, and a one-way clutch E2. Both the speed change gears have three gear shift steps, and through combination of the steps, 5 forward steps gear shift is practicable. When up shift or down shift at one step is effected during gear shift on the forward side, simultaneous shift of the two speed change gears 11 and 21 is not effected, and the shift directions thereof are made identical to each other. This constitution enables improvement of the degree of freedom of setting of a gear ratio, and prevention of the occurrence of a gear shift shock.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to an auxiliary transmission which is adapted to be used as an automobile transmission and which achieves multi-speed shifting by shifting a main transmission and an auxiliary transmission. Regarding a multi-stage automatic transmission.

(Prior Art) Conventionally, as a multi-stage automatic transmission with an auxiliary transmission, for example,
Nirasan Automatic Transmission Maintenance Instructions (Model 4N71B)” (Nissan Motor Corporation, November 1, 1981)
Publication) is known, and this is
The auxiliary transmission with a planetary gear mechanism has two gears: direct connection and gear operation, with direct connection in 1st to 3rd speeds, and gear operation only in 4th speed, resulting in overdrive (OD) with a gear ratio of 1 or less. ing.

Also known is a multi-stage automatic transmission with an auxiliary transmission as described in Japanese Patent Application Laid-Open No. 62-4950. By repeatedly using high and low gears, a 6-speed forward gear is obtained.

(Problem to be solved by the invention) However, in the former type of automatic transmission, the sub-transmission is operated only in 4th gear for the purpose of obtaining OD, so it is complicated and difficult to counteract the shift shock. is not necessary, but
The addition of the auxiliary transmission increases the number of gears by just one stage, and the degree of freedom in setting the gear ratio is extremely small.

In addition, in the latter automatic transmission, the degree of freedom in setting the gear ratio increases (for example, if the main transmission has m speeds and the auxiliary transmission has 2 speeds, a gear ratio of 2Xm is possible), For example, when performing a one-speed upshift from 2nd speed to 3rd speed, or from 4th speed to 5th speed, or a 1-speed downshift in the opposite shift direction, the main transmission and the auxiliary transmission They are shifted at the same time, and at this time, the main and sub shifts occur in opposite directions, such as upshifting on one side and downshifting on the other, so eliminating shift shock is complicated and difficult, as described in the same publication. There is no choice but to take control.

(Means for Solving the Problems) The present invention has been made for the purpose of solving the above-mentioned problems, and in order to achieve this purpose, the present invention provides a method for automatically switching gears. In a multi-stage automatic transmission with a sub-transmission, which includes a main transmission and a sub-transmission, and achieves multi-speed shifting by shifting the main transmission and the sub-transmission, the main transmission is moved to m stages. (m; integer),
When the auxiliary transmission is set to n stages (n≧3.n; integer) and the forward speed is set to m+n-1 to perform a 1-speed upshift or a 1-speed downshift, the main transmission and the auxiliary transmission When setting the gears at each shift position so as not to shift simultaneously with the machine, and when performing a skip shift of two or more gears, set the gears of both the main and auxiliary transmissions so that they do not shift at the same time in the upshift direction. The means is characterized in that the gear is set to be an upshift type gear change when changing gears, and to be a downshift type gear change when changing gears in a downshift direction.

(Function) When setting the forward gear, if the main transmission is set to m gears (m: an integer) and the sub-transmission is set to n gears (n≧3゜n; an integer), the forward gear is set. m+n-1 gear stages can be obtained.

For example, if the auxiliary transmission is fixed at 3 speeds and the main transmission is set to 3 speeds, a 5th gear ratio will be set, and if the main transmission is set to 4 speeds, a 6th gear ratio will be set. Ru.

Further, even if the gear stage of the main transmission is fixed at 3 or 4 gears and the gear stage of the auxiliary transmission is set to 3 or more gears, a gear ratio of 5 gears or more is similarly set.

When moving forward, automatic gear shifting is performed by operating gear shifting elements such as clutches and brakes. When performing a one-gear upshift or a one-gear downshift, the main transmission and auxiliary transmission must be shifted simultaneously. Since the gears at each shift position are set so that the shift is not carried out, only one of the main transmission and the sub-transmission is shifted in the upshift direction or the downshift direction. When performing a skip shift, both the gears of the main transmission and the
When shifting in the upshift direction, the shift is set to be an upshift type, and when shifting in the downshift direction, the shift is set to be a downshift type, so both the main transmission and the auxiliary transmission are set to shift in the upshift direction and downshift during an upshift. Shifting is performed by shifting in the downshift direction.

Therefore, increasing the degree of freedom in setting gear ratios by having a sub-transmission with three or more gears, and suppressing shift shock through simple control by prohibiting simultaneous shifting of the main and sub-transmissions and by making the shift directions the same. It is possible to achieve both.

(Example) Embodiments of the present invention will be described below based on the drawings.

First, as a first embodiment, a multi-stage automatic transmission with an auxiliary transmission having five forward gears, which is a combination of a three-stage main transmission and a three-stage auxiliary transmission, will be taken as an example.

First, the configuration will be explained.

When the arrangement of the main transmission 1 and the auxiliary transmission 2 of the multi-stage automatic transmission with auxiliary transmission A1 is adapted to a longitudinally mounted FR vehicle, the engine driving force is inputted as shown in Fig. 1. When the torque converter 3, the main transmission 1, and the auxiliary transmission 2 are arranged in series and adapted to a horizontally mounted FF vehicle, the torque converter 3, the main transmission 1, and the auxiliary transmission 2 are arranged in series, and as shown in FIG. Counter shaft 6 to which driving force is transmitted
A sub-transmission 2 is provided in parallel with the main transmission l.

Furthermore, a final gear unit 7 is provided.

When the 3-speed main gear @1 and the 3-speed auxiliary gear 112 are combined, a 5-speed forward gear can be obtained, and when the forward gear is shifted, a 1-speed upshift or 1
When performing a gear downshift, set the gear at each shift position so that the main transmission 1 and the auxiliary transmission 2 do not shift simultaneously, and when performing a skip shift of two or more gears. In this case, both the gear stages of the main and sub-transmissions 1 and 2 are set as follows.
As shown in Figure 3, there are 6 combinations of gears, which are set so that when shifting in the upshifting direction, the gearshift is an upshift type, and when shifting in the downshifting direction, the gearshift is a downshift type. There is. Note that the numbers 1 to 3 shown in FIG. 3 represent the respective transmissions achieved by the main and auxiliary transmissions 1 and 2, respectively.

Here, a specific example of the combination of (7) in FIG. 3 in an FF vehicle arrangement is shown in skeleton form in FIG. 4, with the axially symmetrical lower half omitted.

Both the main transmission 11 and the sub-transmission 21 are examples in which two sets of planetary gears are connected in a simple manner.
1 includes shift elements such as a first clutch Cz, a second clutch C2, a third clutch C3, a first brake Bz,
The sub-transmission 21 has a second brake B2, a first one-way clutch F1, and the sub-transmission 21 includes a third clutch C3, a third brake B3, a fourth brake Ba,
It has a second one-way clutch F2.

In addition, the main transmission @ lt is the first sun gear s1 and the first
An internal gear R1, a first pinion carrier PC1 that rotatably supports a plurality of first pinions P1 that are always meshed with these two gears, and a second internal gear R2,
The sub-transmission 21 has a second pinion carrier PC2 that rotatably supports a plurality of second pinions P2 that are always meshed with the gear R2 and the first sun gear S1, and the sub-transmission 21 has a second sun gear S2 and a third internal Gear R3 and both gears S2. A third pinion carrier PC3 rotatably supports a plurality of third pinions P3 that are always engaged with R3, and a fourth pinion carrier PC3.
It has an internal gear R4 and a fourth pinion carrier PCa that rotatably supports a plurality of fourth pinions R4 that are always meshed with the gear R4 and the second sun gear S2, and are combined as follows.

An input shaft I connected to a torque converter output section (not shown) is connected to a first sun gear S1 via a first clutch C+.
Also, the first internal gear R is connected via the second clutch C2.
1 can be connected to each other. The first sun gear PSs is
The brake B2 allows the vehicle to stand still. The first pinion carrier PCz is coaxial with the input shaft I and is connected to a first shaft M1 having a counter drive gear 4 at one end. This first axis M1
A second internal gear R2 is further connected to the second internal gear R2.

The second pinion carrier PC2 is connected to the housing via a one-way clutch F1 and a first brake B1 arranged in parallel. A second shaft M2 having a counter driven gear 5 meshing with the counter drive gear 4 at one end is provided parallel to the input shaft load, and a second sun gear S2 is connected to the second shaft M2 via a third clutch C3. 4 internal gear R4 is connected. The second sun gear S2 is the third
It is possible to stand still with brake B3, and the third pinion carrier P
C3 is connected to the housing via a one-way clutch F2 and a fourth brake B4 arranged in parallel. The third internal gear R3 and the fourth pinion carrier PC4 are connected to the output shaft 0 coaxial with the second shaft M2, so that the output gear G1 provided on the output shaft 0 can drive the ring gear G2 of the final gear unit 7. do.

It has five forward gears, and the select lever position for each range (R range, N range, D range, 4 range, 3 range, 2 range, lunge) is set as shown in Figure 5. . Incidentally, when the four ranges are omitted, the settings are as shown in FIG. 6.

The operating state of the speed change element in each range is determined by the seventh range.
As shown in the figure, O in Figure 1 indicates operation, and × in the figure indicates non-operation.

Here, as the sub-transmission 2, the sub-transmission 2 shown in FIG.
1, a set of planetary gears as shown in Figs. 8, 9, 10, and 11 (in the figures, S is a sun gear, R is an internal gear, and P is a set of planetary gears that mesh with these two gears). PC is a pinion carrier that rotatably supports the pinion P. One set of Lavigneaux-type compound planetary gears as shown in (In the figure, S, SA, and SB are sun gears,
FA and FB are respectively 1st. 2nd pinion, R, RA,
RB is an internal gear, and PC is a pinion carrier. 24.25 Auxiliary transmission that obtains one of three gears by )
may also be used.

Furthermore, as the main transmission l, as shown in Fig. 16 (this is an example used in an FR vehicle), the first clutch Co
, second clutch C20, first brake Bso, second brake B20, one-way clutch F+o, one set of Lavigneau type compound planetary gears (SB is sun gear, RB
A, RBB is internal gear, PBA is sun gear S
and the first pinion that meshes with internal gear RBB,
PBB is the first pinion PBA and internal gear RBA
The second pinion that meshes with the PCB is a pinion carrier that rotatably supports the first and second pinions. ) may be the main transmission 12 that obtains three gear stages,
This main transmission @ 12 and Lavigneau type sub-transmission! ! ! 12
The operation of the speed change element when combined with s is shown in FIG. In addition, the number of teeth of the main transmission 12 (first internal gear; 100-second internal gear; 72-sun gear 33), the number of teeth of the sub-transmission 25 (third internal gear, 76-fourth internal gear) Gear; 72-Sun gear 29
), 11=4.903, i2=2.
983. is=2.039. ia = 1.

A gear ratio of 403.1s=1.000 and 1R=4.150 is obtained.

Next, the effect will be explained.

During forward driving, automatic gear shifting is performed by operating gear shifting elements such as clutches and brakes. When performing a one-gear upshift or a one-gear downshift, the main transmission 1
Since the gears at each shift position are set so that the main transmission 1 and the auxiliary transmission 2 do not shift simultaneously, as shown in FIGS. 7 and 17, the main transmission 1 and the auxiliary transmission 2 Only one of these is performed by shifting in the upshift direction or the downshift direction.

In addition, when performing a skip shift of two or more gears, both the gear stages of the main and sub-transmissions 1 and 2 are upshift type when shifting in the upshift direction, and downshift type when shifting in the downshift direction. Since the main transmission 1 and the sub-transmission 2 are set to shift, both the main transmission 1 and the sub-transmission 2 shift in the upshift direction when upshifting and in the downshift direction when downshifting.

As explained above, in the multi-stage automatic transmission A1 with sub-transmission of the first embodiment, the following effects can be obtained.

('D By setting the main transmission 1 to 3 speeds and the auxiliary transmission 2 to 3 speeds, the gear ratio of the 5 forward speeds can be set by combining the gears without changing the main transmission to 4 speeds. As a result, the degree of freedom in setting the gear ratio can be increased.

In particular, when the main transmission 1 and the sub-transmission 2 are arranged in parallel in a front-wheel drive car specification, since the sub-transmissions 1 and 2 both have three speeds, automatic transmission can be performed while having a five-speed gear ratio. The overall length of the machine can be shortened, which is extremely advantageous when mounted on a vehicle.

■ When shifting up and downshifting to the first gear, simultaneous shifting of the main and auxiliary transmissions 1.2 is prohibited, simplifying the timing control of engagement and disengagement of the gear change elements, and
When skip shifting two or more gears, the shift direction is made the same and the direction in which fluctuating torque is generated during shifting is made easy to counteract shocks, making it possible to suppress shift shocks with simple control. .

■ The condition is that the one-way clutch F is mechanically locked when the auxiliary transmission 2 is in the first gear and the main transmission 1 is in the reverse position, and that the engine brake is not applied when the main transmission @ 1 is in the forward position. Since the first speed brake of the auxiliary transmission 2 is only the one-way clutch F for preventing reverse rotation, the number of shift elements requiring hydraulic control is reduced, and the control system can be simplified.

Next, as a second embodiment, a multi-stage automatic transmission with a sub-transmission having seven forward speeds, which is a combination of a four-speed main transmission and a four-speed sub-transmission, will be taken as an example.

Figure 18 shows the horizontal FF car arrangement, and Figure 19 shows the vertical FF car arrangement.
A multi-stage automatic transmission A2 with an auxiliary transmission in a vehicle arrangement is shown, and the main transmission l includes a first clutch C11, a second clutch C21, a third clutch C31, and a first brake B11.
, second brake B21, one-way clutch Fst
1 set of Lavigneaux type compound planetary gears (SD,
SFA, SFB are sun gear, RDA, RDB,
RFA, REB are internal gears, PDA, PD
B, PFA, and PFB are the first. 2nd pinion, PCD
, PCF is a pinion carrier. ) is used, and the sub-transmission 2 is a Lavigneau transmission having a fourth clutch C41, a fifth clutch C51, a third brake B31, a fourth brake B41, and a one-way clutch F21. 1 set of composite planetary gears (SF is sun gear, REA is internal gear, PE is
A, FEB is the first. The second pinion, PCE, is a pinion carrier. ), the sub-transmission 2 obtains four gear stages.
6 is used.

The operating state of the transmission element in this second embodiment is the second one.
The result will be as shown in Figure 0.

Therefore, in this second embodiment, in addition to the effects described in the first embodiment, since a transmission with four gears is used as the main and auxiliary transmissions 1.2, seven forward gears are used. You can get
In addition, the sub-transmission 26 has a four-speed gear stage established by five transmission elements, so that it is the same as the three-speed main transmission IS mentioned in the first embodiment.

It has the same length as the 12 and can accommodate a 4-speed auxiliary transmission, and in addition, the 3
The 4-speed sub-transmission and the 4-speed sub-transmission are highly similar and can be easily changed.

Although the embodiment has been described above based on the drawings, the specific configuration is not limited to this embodiment, and even if there is a design change within the scope of the gist of the present invention, it is included in the present invention. .

For example, in any of the embodiments, if a freewheel clutch is installed in each of the second gears of the main transmission and the auxiliary transmission, which can be disengaged by a serial clutch, smooth shift control can be achieved extremely easily. What it can do is similar to other known automatic transmissions.

(Effects of the Invention) As explained above, in the multi-stage automatic transmission with an auxiliary transmission of the present invention, the main transmission has m stages (m;, gear a), and the auxiliary transmission has n stages (n ≧3.n; integer) and the forward gear is m+n-'l, and when performing a one-gear upshift or a one-gear downshift, the main transmission and the sub-transmission must be shifted simultaneously. If the gears at each shift position are set so that there is no shift, and when performing a skip shift of two or more gears, both the gears of both the main and sub-transmissions are set, and when shifting in the upshift direction, the gears of the upshift type are set. This means that when shifting in the downshift direction, it is set to be a downshift-type shift, so the degree of freedom in setting the gear ratio is increased by increasing the auxiliary transmission to three or more gears, and the main and auxiliary This provides the advantage of being able to simultaneously inhibit simultaneous shifting of the transmission and suppress shift shock through simple control by making the shift directions the same.

[Brief explanation of the drawing]

Fig. 1 shows the arrangement of the multi-stage automatic transmission with auxiliary transmission of the present invention in FR vehicle specifications, and Fig. 2 shows the arrangement of the multi-stage automatic transmission with auxiliary transmission of the present invention in FF vehicle specifications. Figure 3 is a diagram showing a combination of gears to obtain 5th gear when both the main and auxiliary transmissions are in 3rd gear, and Figure 4 is a skeleton diagram showing the multi-stage automatic transmission with auxiliary transmission according to the first embodiment. , FIG. 5 and FIG. 6 are diagrams showing the select lever position, FIG. 7 is an operation diagram showing the operating state of the transmission elements in the multi-stage automatic transmission with a sub-transmission of the first embodiment, and FIG. A skeleton diagram showing another example of a transmission,
Fig. 9 is an operating diagram showing its operating state, Fig. 10 is a skeleton diagram showing another example of the sub-transmission, Fig. 11 is an operating diagram showing its operating state, and Fig. 12 is another example of the sub-transmission. A skeleton diagram showing an example, FIG. 13 is an operation diagram showing its operating state, FIG. 14 is a skeleton diagram showing another example of the auxiliary transmission, and FIG.
Figure 16 is a skeleton diagram showing the first embodiment of the multi-stage automatic transmission with auxiliary transmission using Lavigneaux-type compound planetary gears, and Figure 17 is an operation diagram showing its operating status. , FIG. 18 is a skeleton diagram showing a multi-stage automatic transmission with an auxiliary transmission for the FF vehicle specification of the second embodiment, and FIG. 19 is a skeleton diagram showing the multi-stage automatic transmission with an auxiliary transmission for the FR vehicle specification of the second embodiment. FIG. 20 is an operation diagram showing its operating state. A+...Multi-stage automatic transmission with sub-transmission■...Main transmission 2...Sub-transmission Fig. 11

Claims (1)

[Claims] 1) A sub-transmission comprising a main transmission and a sub-transmission capable of automatically changing gears, and achieving multi-speed shifting by shifting the main transmission and the sub-transmission. In a multi-stage automatic transmission with a transmission, the main transmission has m stages (m; integer), and the auxiliary transmission has n stages (n
≧3, n; integer), and the forward gear is m+n-1, and when performing a 1-speed upshift or a 1-speed downshift, do not shift the main transmission and the auxiliary transmission at the same time. When setting the gears at each gear position as shown in FIG. A multi-stage automatic transmission with an auxiliary transmission, characterized in that the gear is set to be a downshift type when shifting in the downshift direction.