JPH02146338A - Planet gear type transmission device for vehicle - Google Patents

Abstract

PURPOSE:To eliminate the necessity for selecting an input, when a low speed gear shift is selected, by placing in a normally connected condition or in a connectable condition by an engaging device respectively a relation between the first sun gear and the second ring gear, between each of the first, second and third carriers and between the second and third sun gears. CONSTITUTION:A transmission device 10 arranges on the common axial line each planetary gears device 16, 18 and 20 of two sets of single pinion type and one set of double pinion type and mutually integrally connects the first sun gear 16s and the second ring gear 18r, first carrier 16c and the second carrier 18c and the second sun gear 18s and the third sun gear 20s. While the third carrier 20c and an output gear 22 are integrally connected, and by selectively operating four clutches K1 to K4 and three brakes B1 to B3, speed change gear shifts of forward five speeds and a wide range of speed change ratio are obtained. When adjacent speed change shifts are selected, the necessity is eliminated for selecting an input, and a speed change control is facilitated.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an improvement in a planetary gear transmission provided between a prime mover and a drive wheel in a vehicle such as an automobile or a railway vehicle.

In prior art vehicles, planetary gear transmissions are often used, which are suitable for automatically selecting a plurality of predetermined gears. For example, the planetary gear type transmission system for vehicles described in Japanese Patent Publication No. 50-32913 and Japanese Patent Publication No. 51-3012 is an example of such a planetary gear type transmission, in which three sets of planetary gear devices are arranged in series. According to this, the structure is relatively simple, and five forward gears are provided, so that a wide gear ratio range can be ensured. Further, there is an advantage that the outer diameter of the transmission can be made relatively small as long as the gear ratio ρ (number of teeth of sun gear/number of teeth of ring gear) of each planetary gear device is within an appropriate range.

Problems to be Solved by the Invention However, in the conventional planetary gear transmission described above, when changing gears from second speed to third speed or from first speed to second speed, the power input path up to that point is Since so-called manual switching is performed, in which the power input path is disconnected and the next power input path is connected at the same time, the control becomes delicate. In other words, if a blank period of power transmission occurs between disconnecting the previous power input path and connecting the next power input path, the engine will rev up, and conversely, when the input is switched, one of the power input paths will be released. If two engaging devices are engaged at the same time, the transmission will lock and the resulting shock will occur. Therefore, delicate switching control that prevents the engine from revving up and the transmission from locking is required. is required, making it difficult to stably perform smooth switching control.

In addition, such inconvenience is particularly caused when changing the low speed gears from 1st to 3rd gears, which have a large gear ratio (rotational speed of input member/rotational speed of output member) in which the speed change is performed in the high rotational speed range of the engine. It becomes noticeable when

The present invention has been made against the background of the above-mentioned circumstances, and its object is to provide a planetary gear type transmission for a vehicle that does not require input switching particularly when changing a low speed gear.

Means for Solving the Problems To achieve the object, the present invention provides: (a) a first sun gear; a first planetary gear meshing with the first sun gear; a first ring gear meshing with the first planetary gear; (b) a single pinion type first planetary gear device including a first carrier rotatably supporting a first M star gear;
a sun gear, a second planetary gear that meshes with the second sun gear;
(C) a single pinion type second planetary gear device including a second ring gear that meshes with the second planetary gear; and a second carrier that rotatably supports the second planetary gear;
The first sun gear meshes with each other and one is the third sun gear.
A double pinion type third planetary gear comprising at least one pair of third planetary gears that mesh with a sun gear, a third ring gear that meshes with the other of the third planetary gears, and a third carrier that rotatably supports the third planetary gear. In a planetary gear type transmission for a vehicle of a type in which a device is provided on the same axis and the rotation of an input member is shifted in stages and transmitted to an output member, The first carrier, the second carrier, and the third carrier, and the second sun gear and the third sun gear can be connected at all times or by an engagement device, respectively. .

EXAMPLE Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 1 is a schematic diagram of a planetary gear type transmission for a vehicle, which is an embodiment of the present invention. Input shafts 14 arranged sequentially on a common axis within the case 12. First planetary gear device 16
．． 2nd M star gear device 18. Third planetary gear device 20. and an output gear 22. The input shaft 14 is connected to the vehicle engine 26 via a torque converter 24,
The output gear 22 is connected to the drive wheels of the vehicle via a differential gear device (not shown). In this embodiment, the input shaft 14 and the output gear 22 correspond to an input member and an output member, respectively.

Note that since the transmission 10 and the torque converter 24 are configured line-symmetrically with respect to the axis, the lower side of the axis is omitted in the skeleton diagram of FIG. 1.

The first planetary gear device 16 and the second planetary gear device 18
are well-known single pinion type planetary gear devices, and the first planetary gear device 16 is the first sun gear 1.
6s, first planetary gear 16p.

first carrier l6c, and first ring gear 16r
, and is rotatably supported by the first carrier 16c! ! ! The star gear 16p is the first sun gear 16
s and the first ring gear 16r, and is meshed with them. Further, the second planetary gear device 18 includes a second sun gear 18S, a second planetary gear 18p, a second carrier 18C1, and a second ring gear 18r, and the second planetary gear is rotatably supported by the second carrier 18C. 18p is the second sun gear 18s and the second ring gear 18
It is located between and meshed with r.

On the other hand, the third planetary gear device 20 is a double pinion type planetary gear device, and includes a third sun gear 20S, a pair of third planetary gears 20p, a third carrier 20C1, and a third ring gear 2Or that mesh with each other. and
At least one pair of third planetary gears 20p rotatably supported by the third gear rear 20c is located between the third sun gear 20s and the 31st J gear 20r, and one of the pair of third planetary gears 20p is The other gear is meshed with the third sun gear 20s, and the other is meshed with the third ring gear 20r.

Further, the transmission 10 has a first sun gear 16s.
and the second ring gear 18r are integrally connected to each other,
The first carrier 16c and the second carrier 18c are integrally connected to each other, and the second sun gear 18s and the third sun gear 2
0s are integrally connected to each other, and the third carrier 20c
and output gear 22 are integrally connected to each other. A first clutch Kl selectively connects the input shaft 14 with the first sun gear 16s and the second ring gear 18r, and a second clutch 2 selectively connects the input shaft 14 with the first ring gear 16r. 3 to a third clutch selectively connecting the first carrier 16c and the second carrier 18c to the third carrier 20c and the output gear 22; the first sun gear 16s and the second ring gear 18r; the second sun gear 18s and the third sun gear 20s, a first brake Bl that selectively connects the first ring gear 16r to the transmission case 12, and a first brake Bl that selectively connects the third ring gear 20r to the transmission case 12. 2 brake B2, and a third brake B3 that selectively connects the second sun gear 18s and the third sun gear 20s to the transmission case 12. The third clutch 3 is an engagement device that enables connection between the first carrier 16c, the second carrier 18c, and the third carrier 20c.

2 to the first clutch Kl and the second clutch. -3 on the third clutch. 4 on the 4th clutch. 1st brake Bl, 2nd brake
Brake B2. The third brake B3 is operated by a hydraulic actuator of a type commonly used in conventional automatic transmissions for vehicles, such as a multi-plate clutch or one band or two bands wound in opposite directions. It is composed of a band brake, etc., or a one-way clutch, etc. 1 to the first clutch and input shaft 14.
, the first sun gear 16s, the second clutch 2 and the input shaft 14. between the first ring gear 16r, between the third clutch and the first carrier 16C1, between the second carrier 18c and the third carrier 20c, between the fourth clutch and the first sun gear 16s, the second ring gear 18r, and the second sun gear. 18s, a connecting member may be provided as necessary.

Similarly, between the first brake B1 and the first ring gear 16r, between the second brake B2 and the third ring gear 20r,
Connections may be made as necessary between the third brake B3 and the third sun gear 20s, or between each element constituting each planetary gear device 16, 18, or 20, or between the third carrier 20c and the output gear 22. Members may be interposed.

In the transmission 10 configured as above, for example,
As shown in the operating state by O in FIG. 2, the first clutch Kl and the second clutch 2. 3 on the third clutch. 4 on the 4th clutch. First brake Bl, second brake B2. By respectively operating the third brake B3, a desired speed change gear from five forward speeds and one reverse speed is established. In FIG. 2, the gear ratio ρ1 of the first planetary gear unit 16 is 0.400, the gear ratio ρ of the second planetary gear unit 18 is 0.379, and the third planetary gear unit 2
The gear ratio (rotational speed of the input shaft 14/rotational speed of the output gear 22) of each speed change gear when the gear ratio ρ3 of 0 is 0.320 is shown. This is the rotation speed Nll of the ring gear in the single pinion type first planetary gear device 16 and second planetary gear device 18, the rotation speed Nc of the carrier,
The rotational speed N of the sun gear is expressed by the following equation (1), where the gear ratio is ρ.
Rotation speed r'Lt of the ring gear in the planetary gear device 20
.

The rotational speed Nc of the carrier and the rotational speed N of the sun gear are expressed by the following equation (2), where ρ is the gear ratio, and are determined based on the equations (, 1) and (2). The number of teeth of the first sun gear 16s is Z11, the number of teeth of the first ring gear 16r is ZIIF, the number of teeth of the second sun gear 18s is Zo, the number of teeth of the second ring gear 18r is Z2r, and the number of teeth of the second ring gear 18r is Z2r.
Number of teeth of sun gear 20s is Z. , when the number of teeth of the third ring gear 20r is 23r, the gear ratio ρ1 is Zl=/Zl
−, gear ratio ρ, is Z2. /Z! r, gear ratio ρ, is Z. /2. , is.

NR=(1+ρ)Nc-ρN, ...(1)NR=
(1-ρ) NC+l)N! ...-(2)
The operation of each transmission gear will be explained below.

First, in the case of the first gear, the first clutch Kl and the third clutch are connected to 3. And by operating the first brake B1, between the input shaft 14 and the first sun gear 16s and the second ring gear 18r, and between the first carrier 16c and the second carrier 18c and the third carrier 20c and the output gear 22. , and the first ring gear 16r and the transmission case 12 are connected. As a result, the output gear 22 is rotated at a reduced speed with respect to the input shaft 14 in the same positive rotation direction at a speed ratio (1+ρ1)/ρ1.

In the case of the second gear, the first clutch Kl.

3 on the third clutch. By operating the second brake B2, the first carrier 16c is moved between the input shaft 14 and the first sun gear 16s and second ring gear 18r.
The second carrier 18c, the third carrier 20c, and the output gear 22 are connected, and the third ring gear 2Or and the transmission case 12 are connected. As a result, the output gear 22 is rotated at a reduced speed with respect to the input shaft 14 in the same positive rotation direction at a speed ratio (ρ2+ρ, )/ρ.

In the case of the third gear, the first clutch Kl.

3 on the third clutch. By operating the third brake B3, the first carrier 16c is moved between the input shaft 14 and the first sun gear 16s and second ring gear 18r.
and between the second carrier 18c and the third carrier 20c and the output gear 22, and between the second sun gear 18s and the third sun gear 20s and the transmission case 12.
are connected. As a result, the output gear 22 is rotated at a reduced speed in the same positive rotational direction with respect to the input shaft 14 at a speed ratio of 1+ρ2.

In the case of the fourth gear, the first clutch Kl.

2 on the second clutch. 3 is actuated in the third clutch, the connection between the input shaft 14 and the first sun gear 16s and the second ring gear 18r, between the input shaft 14 and the first ring gear 16r, and between the first carrier 16c and the second ring gear 18r. The second gear, the gear 18C, the third carrier 20c, and the output gear 22 are connected. As a result, the first planetary gear unit 16, the second planetary gear unit 18, and the third planetary gear unit 20 are rotated together with the input shaft 14, and the output gear 22 is rotated in the same positive rotation direction with respect to the input shaft 14. It is rotated at a gear ratio of 1. In addition, the fourth
The number 4 on the clutch means that there are no restrictions on whether the clutch is activated or not.

In the case of 5th gear, 2 degrees on the second clutch and 3 degrees on the third clutch. And by operating the third brake B3, between the input shaft 14 and the first ring gear 16r,
between the first carrier 16c and the second carrier 18c and the third carrier 20c and the output gear 22;
Sun gear 18S and third sun gear 20s are connected to transmission case 12. This results in
The output gear 22 is rotated at an increased speed in the same positive rotation direction as the input shaft 14 at a speed ratio of 1-ρ, ρ2.

In the case of reverse gear, 4. is applied to the first clutch Kl and the fourth clutch. When the second brake B2 is operated, the gap between the input shaft 14 and the first sun gear 16s and the second ring gear 18r is increased.
Ring gear 18r is connected to second sun gear 18s and third sun gear 20s, and third ring gear 20r and transmission case 12 are connected. As a result, the output gear 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -(1-ρ3)/ρ
3, it is rotated at a reduced speed.

As described in detail above, according to the transmission 10 of the present embodiment, two sets of single pinion type planetary gear devices 16 and 18 are provided.
and a set of double pinion type planetary gear devices 20 are arranged on a common axis, so the structure is relatively simple, while the four clutches Kl, 2. 3.
4. and three brakes Bl, B2. Selective operation of B3 provides 5 forward gears and a wide range of gear ratios, making it possible to achieve both high-speed driving and start/uphill performance. This eliminates the need to increase the engine speed, improving fuel efficiency and quietness.

Furthermore, according to the transmission device 10 of this embodiment, in all the forward gears from 1st to 5th speeds, input switching is not required when switching between adjacent transmission gears, and shift control is extremely simple. And it becomes easier. In particular, in this embodiment, each gear is established by simultaneously operating three of the seven clutches and brakes, and one of the clutches and brakes is deactivated and one of the other clutches or brakes is activated. Since gears can be changed simply by operating the gearbox, gearshift control becomes even easier.

Further, according to the transmission 10 of the present embodiment, the gear ratios ρ1. While maintaining ρ2゜ρ within an appropriate range, the gear ratios of the first to fourth gears are changed based on the characteristics of the engine 26 for each gear of the vehicle stepped transmission. Since the ratio is set to a value close to a desired geometric series, excellent power performance can be obtained at all vehicle speeds from low to high speeds while keeping the transmission 10 relatively compact.

In addition, each planetary gear device 16°18.2 in this embodiment
0 planetary gears 16p and 18p, respectively.

The rotational speed of the 20p relative to the carrier is relatively low, which is advantageous in terms of durability of the bearing and the like.

In addition, in this embodiment, the gear ratio of the fifth gear is 0°848.
This setting improves fuel efficiency and quietness during high-speed driving, and provides sufficient power performance during acceleration.

In addition, in the transmission device IO of this embodiment, since the second sun gear 18s and the third sun gear 20s are integrally connected, the shafts for providing each sun gear 168° 18s, 20s are arranged in double or more. There is no need to do so, and the diameter dimensions thereof can be reduced, and the transmission 10 can be made even more compact.

Furthermore, the second sun gear 18s and the third sun gear 2
0s can be configured with a long pinion with a long tooth width formed on a common member, and in such a case, the number of parts manufacturing time 1 part number 9 assembly time is reduced, and the axial direction It has the advantage of being smaller in size.

On the other hand, the clutch Kl in the transmission lO.

K2. 3. 4. The brakes Bl, B2 and B3 are multi-disc clutches and band brakes, respectively.

Since it can be configured by a combination of a one-way clutch and a one-way clutch, typical examples thereof are illustrated in FIGS. 3 to 13.

FIG. 3 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 provided in series, and a multi-disc clutch 48 provided in parallel to them.

In FIG. 4, a one-way clutch 50 whose engagement direction is opposite to that of the one-way clutch 46 is provided in place of the one-way clutch 46 in FIG. Figure 5 shows
A multi-disc clutch 44 and a one-way clutch 46 provided in series, and a multi-disc clutch 44 and a one-way clutch 5O provided in series are connected in parallel to each other. FIG. 6 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 that are arranged in series. FIG. 7 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 50 that are arranged in parallel with each other. FIG. 8 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 provided in series, and a one-way clutch 50 provided in parallel with them. FIG. 9 shows a clutch consisting of a multi-disc clutch 44 and a one-way clutch 46 that are provided in parallel with each other.

FIG. 1O is composed of a multi-disc clutch 44 and a one-way clutch 50 provided in series, and a one-way clutch 46 provided in parallel to them. FIG. 11 shows a one-way clutch 46 and a one-way clutch 50 that are provided in parallel with each other.

FIG. 12 shows a drum 5 fixed to a member to be rotationally braked.
2 is a band brake in which a single band 54, one end of which is fixed to the transmission case 12, is wrapped around it. FIG. 13 shows a pair of bands 58a and 58, each of which has one end fixed to the transmission case 12, on a drum 56 fixed to a member to be rotationally braked.
This is a band brake in which the parts b are wound in opposite directions.

and 2. to the clutch Kl. 3. 4, brake Bl, B2. By adopting such an engagement device as B3, for example, engine braking is eliminated during descent or coasting, improving fuel efficiency and quietness of the vehicle, and engine braking can be applied as necessary. It becomes possible to Further, when changing the gear position, the engagement of the one-way clutch is automatically released, thereby eliminating delicate control of the gear change timing.

Although one embodiment of the present invention has been described above in detail based on the drawings, this is just one specific example, and the present invention can also be implemented in other embodiments.

For example, although the torque converter 24 is used in the above embodiment, a torque converter with a lock-up clutch, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-disc or single-disc friction clutch, or the like may be used instead.

Further, in each of the above embodiments, the first planetary gear device 16, the second planetary gear device 18. Although the third planetary gear device 20 and the third planetary gear device 20 are arranged in sequence on the same axis, it is also possible to change the arrangement order of these planetary gear devices.

Further, in the above embodiment, a case has been described in which five forward speeds and one reverse speed are established, but it is also possible to establish six or more forward speeds and two reverse speeds.

Further, the gear ratio of each planetary gear device and the speed ratio of each speed change gear in the above embodiments may be set as appropriate.

Furthermore, it goes without saying that the locations of the brakes and clutches can be changed as necessary.

Although other examples are not provided, the present invention can be implemented with various modifications and improvements based on the knowledge of those skilled in the art.

Effects of the Invention As described in detail above, according to the planetary gear type transmission device for a vehicle of the present invention, input switching is not necessarily required when switching between adjacent transmission gears, making shift control simple and easy. becomes possible.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a planetary gear type transmission for a vehicle, which is an embodiment of the present invention. FIG. 2 is a diagram showing the gears of the embodiment shown in FIG. 1 and the latches and brakes necessary to establish the gears. 3 to 13 are diagrams each showing an example of a clutch and a brake that can be suitably employed in the vehicular planetary gear transmission of the present invention. 10: 14: 16: l 8: 20: 22: 6s Vehicle planetary gear type transmission input shaft (input member) 1st planetary gear device 2nd! 2nd planetary gear device 3rd planetary gear device output gear (output member) : 1st sun gear 16p: 1st planetary gear: 1st ring gear: 2nd planetary gear: 2nd ring gear: 3rd planetary gear: 3rd ring gear 16c: 1st carrier 16r 18S: 2nd sun gear 18p 18C: 2nd carrier 18r 20S: Third sun gear 20p 20C: Third carrier 20r K3: Third clutch (engaging device)

Claims (1)

[Scope of Claims] A first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear, and a first carrier that rotatably supports the first planetary gear. a single pinion type first planetary gear device, a second sun gear, a second planetary gear that meshes with the second sun gear, a second ring gear that meshes with the second planetary gear, and the second sun gear.
a single-pinion type second planetary gear device including a second carrier rotatably supporting a planetary gear; a third sun gear; at least a pair of third planetary gears that mesh with each other and one of which meshes with the third sun gear; A third ring gear that meshes with the other of the three planetary gears. and a double pinion type third planetary gear device including a third carrier that rotatably supports the third planetary gear, and is provided on the same axis, and changes the rotation of the input member in stages to transfer the rotation to the output member. In a planetary gear transmission for a vehicle of the transmission type, between the first sun gear and the second ring gear, between the first carrier, the second carrier, and the third carrier, and between the second sun gear and the second ring gear. A planetary gear type transmission for a vehicle, characterized in that the third sun gear can be connected at all times or by an engagement device.