JPH02275156A - Automatic transmission - Google Patents

Abstract

PURPOSE:To make the change of gear ratio easier by linking the hub of a clutch housed in a drum which is linked to the rear side outer circumference of an input shaft, to the ring gear of the first epicyclic gear set provided integrally neighboring the drum. CONSTITUTION:Simple epicyclic gear sets 110 to 130 are provided to an input shaft 240 in the axial direction, clutches 11 to 15 are provided between the gear sets, and multiple structure intermediate shafts 610 to 630 are provided to draw out the output from an output shaft 800. And, in the third epicyclic gear set 130, the output of the first and the second epicyclic gear sets to achieve plural advance and rearward ranges is input, and a deceleration by fixing an element 131, or a deceleration by giving the input to elements 131 and 135 is carried out. In this case, the hub of a clutch 11 housed in a drum at the rear end circumference of the input shaft 240 is linked integrally to the ring gear 115 of the first epicyclic gear set 110. In such a way, the motive power delivery route is rationalized, and the change of gear ratio can be achieved easily.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission equipped with a single starting device and a planetary gear device.

[Prior Art] An automatic transmission that is equipped with a torque converter as a starting device and a plurality of rows of planetary gears to achieve five forward speeds and one reverse speed is described in Japanese Patent Publication No. 33021/1983. .

FIGS. 11(a) and 11(b) show the skeleton and the operating clothes of the frictional engagement elements in each gear stage according to the embodiment of the automatic transmission disclosed in the above-mentioned publication, and this transmission has a torque converter 5o. The input shaft 51 of the torque converter 50
is connected to the engine.

The output shaft 52 serves as an input shaft of the transmission and transmits input to the drum 4 of the clutch. The drum number 4 in the clutch is connected to the drum number 3 in the other clutch and the inner race of the one-way latch F1.

The hub of the clutch 4 is connected via a first intermediate shaft 53 to a carrier 61 of a first planetary gear train, designated as a whole by 6o. The first planetary gear train 60 includes a small-diameter sun gear 62 and a large-diameter sun gear 63. The small-diameter sun gear 62 meshes with a long pinion 65 via a short pinion 64, and the large-diameter sun gear 63 directly engages with a long pinion 65. This is a so-called Ravigneau-shaped planetary gear train in which a short pinion 64 and a long pinion 65 are supported by a common carrier 61. The small diameter sun gear 62 is connected to the hub of the clutch 3 and the outer race of the one-way latch F1 via the second intermediate shaft 54, and the large diameter sun gear 63 is connected to the drum of the brake B1. A first ring gear 66 that meshes with the long pinion 65 is connected to the brake B3,
The second ring gear 67 is integrated with the ring gear 71 of the second planetary gear train 70 via a connecting member 68.

The second planetary gear train 70 is a simple planetary gear set, and the sun gear 72 is connected to the inner race of the one-way latch F and to the drum of the clutch 2. A connecting member 69 integral with the carrier 61 of the first planetary gear train 60 connects the clutch to the two hubs and the outer race of the one-way latch F. The drum 2 of this clutch also serves as the drum of brake B2.

The output is taken from the carrier 73 of the second planetary gear train and transmitted to the output shaft 75.

As described above, this automatic transmission has three frictional engagement elements.
It is equipped with three brakes, three clutches, and two one-way clutches, and the engagement state of the friction engagement element at each gear stage is indicated by the X mark in Figure 1 shown in the table of Figure 11 (B). indicates engagement of the frictional engagement element.

In this transmission, the input member is the small-diameter sun gear 62 in the low forward speed gear, but the transmitted torque is maximum in the low speed gear. Therefore, in order to obtain a sun gear with strength corresponding to this transmission torque capacity, it is necessary to increase the diameter of the sun gear or increase the width of the sun gear. The diameter of the entire transmission becomes large, and if the width of the sun gear is increased, the axial dimension of the transmission becomes long. Furthermore, in the low speed stage, two pinions need to participate in meshing.

And 3 brakes and 3 clutches.

In order to achieve 5 forward speeds with two one-way clutches, as is clear from the operation table, when switching from 1st to 2nd speed, clutch 2 must be released and brake B1 must be released. Requires an operation to engage. 2nd to 3rd gear
Even when switching to high speed, it is necessary to release the brake B1 and engage the clutch B1.

Although clutches and brakes are operated by hydraulic servo devices, it is difficult to control simultaneous switching of a plurality of these friction engagement elements. In particular, appropriate control has become even more difficult, taking into account the various changes in the speed change situation and the deterioration of the frictional engagement elements over time.

[Problems to be Solved by the Invention] In order to diversify the uses of automatic transmissions having multiple gears, automatic transmissions with so-called cross gear ratios that minimize the difference in gear ratio between each gear are being developed. It is desirable to easily configure a transmission and an automatic transmission having a so-called wide gear ratio that increases the difference in transmission ratio by simply changing the gear set.

The gear ratio of a planetary gear set is determined by the ratio of the number of teeth on the ring gear and sun gear, so in order to interpret the gear ratio over a wider range, it is necessary to increase the diameter of the ring gear and reduce the diameter of the sun gear. There is a need.

In the above-mentioned conventional automatic transmission, since the sun gear is the input member of the low speed stage where the transmitted torque is large, there is little margin for reducing the diameter of the sun gear for reasons of strength, and the gear ratio is The only way to increase the width is to increase the diameter of the ring gear.

In order to easily accommodate changes in the diameter of the ring gear,
It is necessary to configure the ring gear so that there is a large gap between the ring gear and the member disposed on the outer peripheral side of the ring gear.

The present invention provides an automatic transmission that can easily change the gear ratio by changing the planetary gear set.

[Means for Solving the Problems] In order to solve the problems described above, the present invention provides an input shaft (240) that transmits the output of the starting device (2), and an input shaft (240) that is spaced apart from each other in the axial direction. three rows of simple planetary gear sets (110, 120° 130) provided, at least one frictional engagement element provided between each simple planetary gear set, first and second simple planetary gear sets (110, intermediate shafts (610, 620, 630) disposed between the intermediate shafts (610, 620, 630) and the output shaft (80
0), and the first and second simple planetary gear sets (110
, 120) and a plurality of frictional engagement elements achieve a plurality of forward and reverse gears, and a third simple planetary gear set (130) is separated from the first and second simple planetary gear sets (110°120). Deceleration by fixing one element (131) with the output of
The input shaft (240
) The hub (460) of the clutch (11) housed in the drum (410) connected to the rear end outer circumference of the drum (410)
The ring gear (115) of the first simple planetary gear set (110) is arranged adjacent to the ring gear (115) of the first simple planetary gear set (110).

[Operation] By providing the above means, the first simple planetary gear set (110
) is the clutch drum (4) directly connected to the input shaft (240).
10), the power transmission path is streamlined. And the first simple planetary gear set (
110) increases the degree of freedom in selecting the gear ratio.

Note that the above-mentioned symbols in parentheses are used to contrast with the drawings, but do not limit the configuration in any way.

[Example] Hereinafter, the present invention will be explained in detail based on the drawings.

FIG. 1 is a sectional view of an automatic transmission implementing the present invention, and FIG.
The figure shows the skeleton, and first, an overview of the whole will be explained with reference to Figure 2.

The automatic transmission 1 includes a starting device 2 and a transmission 3 having a planetary gear device, but the starting device 2 includes, in addition to the torque converter shown in this embodiment, a fluid coupling, an electromagnetic clutch,
Appropriate means such as a multi-plate clutch, a centrifugal clutch, etc. can be selected.

The starting device 2 includes a rear cover 204.
A turbine runner 208, which has a pump impeller 206 formed on the inner circumferential wall surface of the rear cover 204 and is disposed opposite to the pump impeller 206, is held by a turbine shell 210, and the turbine shell 210 has a starting bag at its inner circumference. It is connected to an input shaft 240 that is an output member of M2 and an input member of the transmission 3. A stator 214 is disposed between the pump impeller 206 and the turbine runner 208, and the inner periphery of the stator 214 is connected to a one-sided clutch 216.
The inner race of the one-way clutch 216 is attached to the outer periphery of a support tube 230, which is a fixed member. A lock-up clutch 220 that directly connects the front cover 202 and the turbine shell 210 is disposed between the front cover 202 and the turbine shell 210.

The planetary gear train of the transmission 3 includes a basic planetary gear train 4a and an auxiliary planetary gear train 4b. The basic planetary gear train 4a is the first
and second simple planetary gear set 110, 12
0, the first simple planetary gear set 110
This is a Simpson-shaped planetary gear train that connects the carrier 113 of the second simple planetary gear set 120 and the ring gear 125 of the second simple planetary gear set 120. The auxiliary planetary gear train 4b includes one row of simple planetary gear sets 130, and includes a sun gear 13.
1 is fixed and the input of the ring gear 135 is connected to the carrier 133.
It has the function of a so-called split-type speed reducer that provides input to the sun gear and ring gear, and outputs to the carrier.

This automatic transmission has five clutches as frictional engagement elements,
Equipped with 3 brakes and 3 one-way clutches,
The coupling relationship between the friction engagement element and each element of the planetary float train is as follows.

The input shaft 240 of the transmission 3 is connected to the drum of the first clutch 11, and the hub of the first clutch 11 is connected to the ring gear 115 of the first simple planetary gear set 110. Link. The drum of the first clutch 11 also serves as the hub of the second clutch 12, and the drum of the second clutch 12 serves as the hub of the third clutch 13.
The hub is connected to the seven outer races of the first one-way clutch 31, and also connected to the sun gear 111 of the first simple planetary gear set 110, and further connected to the drum of the fourth clutch 14 via the second intermediate shaft 620. Link.

The carrier 113 of the first simple planetary gear set 110 connects the first intermediate shaft 610 and the first connecting member 150.
The third simple planetary gear set 1 is connected to the ring gear 125 of the second simple planetary gear set 120 through the third simple planetary gear set 1 and constitutes the auxiliary planetary gear train 4b.
30 ring gear 135.

The drum of the third clutch 13 and the first one-way clutch 3
The first inner race is connected to the second inner race via the third intermediate shaft 630.
It is connected to the sun gear 121 of the simple planetary gear set. A second brake 22 is disposed on the outer periphery of the drum of the third clutch 13.

The carrier 123 of the second simple planetary gear set 120 is connected to the hubs of the second one-way clutch 32 and the fifth clutch 15 via a second connecting member 160. The outer race of the second one-way clutch 32 also serves as the inner race of the third one-way clutch 33 disposed on its outer periphery, and this race is integrated with the drum of the fifth clutch 15 to form the third simple planetary gear. Connected to sun gear 131 of set 130. The first brake 21 is disposed on the outer periphery of the fifth clutch 15, and the outer race of the third one-way clutch 33 is fixed to the inner wall of the transmission case.

The carrier 133 of the third simple planetary gear set 130 is connected to the output shaft 800.

FIG. 1 is a sectional view showing a specific structure of the automatic transmission having the skeleton explained in FIG.

The starting device 2 constituting the automatic transmission 1 is a fluid transmission device, and is housed inside a housing 200 that opens toward the engine side (hereinafter, the engine side will be referred to as the "front side"). A carrier cover 204 is integrally attached to the rear of the front cover 202, which rotates under the drive of the engine. A pump impeller 206 is formed on the inner circumferential wall surface of the rear cover 204, and a turbine runner 208 disposed opposite to the pump impeller 206 is held by a turbine shell 210. The engine barrel shell 210 is connected at its inner peripheral portion to an input shaft 240 which is an output member of the starting bag [2] and an input member of the transmission 3 via a connecting member 211. A stator 214 is disposed between the pump impeller 20B and the turbine runner 208, and the inner peripheral portion of the stator 214 is connected to the outer race 215 of the one-way clutch 216, and the inner race 21 of the one-way clutch 216.
7 is attached to the outer periphery of the front end of the support tube 230. A lock-up clutch 220 having a lock-up piston 222 is disposed between the front cover 202 and the turbine shell 210.

A cylindrical case 300 that houses the components of the transmission 3 is connected to the rear of the housing 200, and an oil pump cover 250 and a partition plate 270 are connected to the joint between the housing 200 and the transmission case 300. Attach the oil pump housing 260. An internal gear pump consisting of an external gear 262 and an internal gear 264 is accommodated within the oil pump housing 260, and the inner peripheral portion of the external gear 262 is connected to a shaft 266 that is integral with the rear cover 204. The center portion of the oil pump cover 250 forms a cylindrical support portion 252 that protrudes rearward, and the rear outer circumference of the support tube 230 is press-fitted and fixed into the inner circumference of the support portion 252.

The support tube 230 supports the input shaft at two fulcrums on its inner circumference, and the rear end of the input shaft forms a radially expanding flange. The outer peripheral part of the flange part is the first clutch drum 41
Concatenated to 0. The first clutch 11 is housed inside the first clutch drum 410, and the first clutch 11
A piston 420 is provided to operate the .

The rear side of the first clutch drum 410 opens rearward, and the clutch hub 430 is fixed to the front side of the drum 410, and the second clutch 12 is connected between the clutch hub 430 and the second clutch drum 440 disposed opposite to each other. A piston 450 is housed therein.

The hub 460 of the first clutch 11 is coupled to the ring gear 115 of the first simple planetary gear set 110. The outer periphery of the drum 440 of the second clutch 12 is integrated with a drum-shaped connecting member 480.
80 extends rearward and is connected to the outer race 490 of the first one-way clutch 31 which also serves as the hub of the third clutch 13.

Further, the connecting member 480 is connected to the sun gear 111 of the first simple planetary gear set 110 at its inner peripheral portion.

The inner race 500 of the first one-way clutch 31 is connected to a drum 520 that accommodates the third clutch 13 and a piston 540 that operates the third clutch 13, and the second brake 22 is disposed on the outer peripheral side of the drum 520. . The inner peripheral portion of the drum 520 is firmly supported by a central support member 310 provided at the center inside the transmission case 300.

The carrier 113 of the first simple planetary gear set 110 is connected to the first intermediate shaft 610 disposed closest to the center axis.
Connect to. The outer circumference of the tip of the first intermediate shaft 610 is supported by the inner circumference of the rear end of the input shaft 240 via a bearing, and the outer circumference of the rear end of the first intermediate shaft 610 is supported by the output shaft 800 via a bearing. be done. Since the input shaft 240 and the output shaft 800 are firmly supported by the transmission case 300, the first intermediate shaft 610 supported by these shafts is
The support rigidity also increases.

The first intermediate shaft 61'O supports a cylindrical second intermediate shaft 620 at two points, and a cylindrical third intermediate shaft 630 is disposed on the outer periphery of the second intermediate shaft 620. This third intermediate shaft 630
is supported by the inner circumference of the central support member 310. Therefore, the intermediate shaft 610°620.630 has a triple structure.

The rear part of the first intermediate shaft 610 is connected to a first connecting member 150, and the first connecting member 150 is connected to the ring gear 125 of the second simple planetary gear set 120 at its front part.
and supports the ring gear 135 of the third simple planetary gear set 130 at the rear thereof.

The sun gear 111 of the first simple planetary gear set 110 is connected to a drum 560 disposed on the inner peripheral side of the first connecting member 150 via a second intermediate shaft 620. The fourth clutch 14 and a piston 570 for operating the fourth clutch 14 are housed within the drum 560. Only the servo oil pressure of the piston 570 is supplied via an oil passage 805 formed on the output shaft 800 and an oil passage 615 formed on the first intermediate shaft 610.

All other servo devices supply servo hydraulic pressure from fixed members. The hub 580 of the fourth clutch 14 is connected to the carrier 123 of the second simple planetary gear set 120. The drum 520 housing the third clutch 13 and the inner race 500 of the first one-way clutch 31 are connected to the sun gear 121 of the second simple planetary gear set 120 via a third intermediate shaft 630.

The rear end portion of the first intermediate shaft 610 is supported by an output shaft 800, and the output shaft 800 is supported with respect to the transmission case 300 in the following manner. In other words, transmission case 3
A rear wall 330 is formed at the rear of 00, and this rear wall u3
A rear support member 350 is inserted into the inner circumferential portion of 30 and fixed. The rear support member 350 includes a cylindrical portion that protrudes toward the front inside the transmission case 300, and the outer diameter of one cylindrical portion is formed into a plurality of stepped portions whose outer diameters gradually become smaller toward the front. . The front end inner circumferential portion of the cylindrical portion of the support member 350 supports the front outer circumferential portion of the output shaft 800 .

A spigot engagement portion 360 is provided at the rear end of the transmission case 300.
The inner periphery of the rear end of the rear case 370, which is fitted concentrically through the rear case 370, supports the rear outer periphery of the output shaft 800 via a bearing. Therefore, the output shaft 800 is reliably supported by the two supporting points, and the first intermediate shaft 610 is reliably supported at its front and rear ends by the input shaft 240 and the output shaft 800, as described above.

A drum-shaped second connecting member 1 whose front end connects the second simple planetary gear set 120 and the carrier 123.
60 extends rearward and connects to the inner race 700. A multi-plate third brake 23 is disposed on the outer periphery of the second connecting member 160, and the piston 550 is housed within the rear wall surface of the central support member 310.

A sprag and a seventh outer race 710 are disposed on the outer circumferential side of the inner race 700 that is coupled to the second connecting member 160.
A one-way clutch 32 is configured.

Another sprag and an outer race 720 are further disposed on the outer peripheral side of the outer race 710 to constitute the third one-way clutch 33. That is, the race 710 is a member that serves both as an outer race and an inner race, and is interposed between the two one-way clutches 32 and 33, so it is referred to as a middle race 710 in this specification. inner lace 70
0 is integrated with the clutch hub 730, and the middle race 7
10 is connected to the fifth clutch drum 740.

The fifth clutch 15 and piston 750 are housed in the fifth clutch drum 740.

The outer periphery of the outer race 720 of the third one-way clutch 33 is spline engaged with the inner periphery of the case 300, and the band-type first brake 21 is disposed on the outer periphery of the fifth clutch drum 740.

The shaft member 760 that is integrated with the inner cylinder that is integrated with the fifth clutch drum 740 has its inner circumference connected to the rear support member 35.
The third simple planetary gear set 130 is supported at its outer periphery, and the third simple planetary gear set 130 is supported at its tip.
Attach.

The shaft 133 of the carrier that supports the binion of the third simple planetary gear set 130 is supported by a connecting portion formed at the front end of the output shaft 800.

The outer periphery of the output shaft 800 inside the rear case 370 includes
A parking gear 810 and a speedometer drive gear 830 are attached, and the parking gear 810
A pawl 820 coupled to the gear 810 is disposed on the outside of the gear 810 .

A connecting member 850 is fixed to the rear end of the output shaft with a nut 855.

Rotation sensors 305 and 3 for detecting the rotation speed of rotating members are installed in the main parts inside the transmission case 300 and rear case 370.
06 to obtain information for controlling the frictional engagement elements.

A hydraulic control device (not shown) is attached to the bottom of the transmission case 300 and covered with a cover 309 that also serves as an oil pan.

As described above, the automatic transmission of the present invention is equipped with five clutches, three brakes, and three one-way clutches as frictional engagement elements to achieve 5 forward speeds and 41st speed. 1
The table shows the engagement state of each frictional engagement element at each gear stage.

, and the (0) mark indicates that it is engaged during engine braking.As will be described later, the 4A gear has the same gear ratio as 4th gear, and is the gear that appears just before shifting to 5th gear. It is.

Hereinafter, with reference to FIGS. 3 to 9 and Table 1, the power transmission path, the action of each frictional engagement element, and the gear ratio at each gear stage will be explained. In addition, in the figure, the thick line part shows the route which transmits power, and the diagonal line part shows the route which receives reaction force.

Figure 3 shows the shift from neutral to 1st gear.

This is achieved by engaging the first clutch 11.

The rotation of the input shaft 240 is controlled by the first clutch 11.
The ring gear 115 of the simple planetary gear set is driven. Ring gear 115 drives carrier 113 and rotates sun gear 111 in reverse. sun gear 11
The path connecting to the second intermediate shaft 620 integral with the second intermediate shaft 620 is reversed together with the sun gear 111, engages the first one-way clutch 31, and connects the sun gear of the second simple planetary gear set via the third intermediate shaft 630. Becomes one with 121. This force tries to reverse the carrier 123, but since the carrier 123 is integrated with the inner race of the second one-way clutch 32 via the second connecting member 160, the one-way clutch 32 receives this force. is engaged, and the third one-way clutch 33 is further engaged to stop the above-mentioned path. When the second and third one-way clutches 32 and 33 are engaged, the path connected to the sun gear 131 of the third simple planetary gear set also becomes stationary, forming a reaction force support path shown by diagonal lines.

By stopping the carrier 123, the sun gear 121
The reverse rotation causes the ring gear 125 to rotate forward and decelerate. In this way, the input power from the ring gear 115 is divided into the carrier 113 and the ring gear [25], and is transmitted to the ring gear 135 of the third simple planetary gear set via the first connecting member 150. Since the sun gear 131 of the third simple planetary gear set is fixed, the input to the ring gear 135 is decelerated and transmitted to the carrier 133, thereby driving the output shaft 800.

Now, the ratio of the number of teeth between the sun gear 111 and the ring gear 115 of the first simple planetary gear set 1- is λ, the ratio of the number of teeth between the sun gear 121 and the ring gear 125 of the second simple planetary gear set is λ2°, and the ratio of the number of teeth between the sun gear 121 and the ring gear 125 of the third simple planetary gear set is λ2°. Assuming that the ratio of the number of teeth between sun gear 131 and ring gear 135 is λ1.

The gear ratio of the first speed is expressed as [1+λ1+(λ□/λ2)]X(1+λ,).

In 1st gear, it transmits a large amount of torque.

Since the input is input from the ring gear 115 of the first simple planetary gear set, a member with a large outer diameter can be used as an input member.

It is advantageous in terms of strength.

In addition, two one-way clutches 32 are provided in the path receiving the reaction force.
．． 33 in series, it is possible to actively utilize the mechanical WlrQ absorption effect of the one-way clutch to absorb the shift shock at 1st speed.

During engine braking, the direction of force transmission is reversed and the first one-way clutch 31 and the third one-way clutch 33 try to idle, but as shown in Table 1, the first one-way clutch 31 The third clutch 13 disposed in parallel with the third one-way clutch and the third brake 23 disposed in parallel are engaged to maintain the connected state of each path.

FIG. 4 shows the second speed power transmission path. Shifting from the first gear to the second gear is achieved by engaging the fourth clutch 14. The input is applied to the ring gear 115 of the first simple planetary gear set similarly to the first speed. Fourth clutch 14
When engaged, the first one-way clutch 31 becomes free, and the sun gear 111 of the first simple planetary gear set is fixed via the second intermediate shaft 620. By disengaging the first one-way clutch 31 from engagement, it is possible to smoothly switch to second speed.

The input to the ring gear 115 is decelerated and transferred to the carrier 113.
The output shaft 800 is further reduced in speed between the ring gear 135 of the third simple planetary gear set and the carrier 133 to drive the output shaft 800.

The gear ratio of 2nd speed is (1+λt)x(i+λ,) It is indicated by.

Even in the second speed, where the transmitted torque is large, the link gear 115, which is a large diameter member, can be used as an input member, and two one-way clutches are interposed in series in the path that supports one reaction force. Therefore, it is advantageous in terms of strength and can also absorb shift shocks.

During second speed engine braking, the third brake 23 is engaged.

FIG. 5 shows the power transmission path for the third speed. Shifting from second speed to third speed is achieved by engaging the second clutch 12.

The input shaft 240 is connected to the first intermediate shaft 610 via the first clutch 11 and to the second intermediate shaft 620 via the second clutch 12.

When the second clutch 12 is engaged and input is applied, the first one-way clutch 31 is engaged and input is also applied to the sun gear 121 of the second simple planetary gear set. Therefore, the first and second simple planetary gear sets rotate together and share the power between them. At this time, the second one-way clutch 32 becomes free and the second connecting member 160 rotates. Therefore,
The rotation of the input shaft 240 is transmitted to the ring gear 135 of the third simple planetary gear set via the first connecting member 150 without being subjected to speed change.

Sun gear 131 receives a reaction force, but because third one-way clutch 33 is engaged, sun gear 131 is fixed, and the rotation of ring gear 135 is decelerated with carrier 133 and transmitted to output shaft 800.

The gear ratio of 3rd speed is 1+λ.

It is indicated by.

During engine braking, the first brake 21 is engaged to maintain the support path for the reaction force. As is clear from Table 1, the first brake 21 is engaged only during engine braking in third gear.

FIG. 6 shows the 4th speed power transmission path. Shifting from 3rd speed to 4th speed is achieved by engaging the fifth clutch 15.

When the fifth clutch 15 is engaged, the second connecting member 160 and the shaft member 760 are connected and rotated together. Rotation of shaft member 760 releases third one-way clutch 33, and sun gear 131 rotates together. This allows the third
The simple planetary gear set also rotates as a unit without relative rotation, and the entire planetary gear system is directly connected.

Therefore, the gear ratio of 4th gear is becomes.

Next, just before shifting from 4th gear to 5th gear, this automatic transmission switches to the power transmission path shown in Figure 7, which is called 4A gear, and is not intended to change the gear ratio. , is an operation for smoothly achieving a shift to fifth gear, and is achieved by releasing the first clutch 11. With this operation, the first intermediate shaft 610 no longer participates in power transmission, but the carrier 123, sun gear 121, third intermediate shaft 630, one-way clutch 31, and second intermediate shaft 620 of the second simple planetary gear set This directly connects the first and second simple planetary gear sets. Since there is no change in the direct connection state of the third simple planetary gear set, the gear ratio of 4A speed is the same as 4th speed.

It remains as it is.

The first one-way clutch 31 is engaged in the first, third, fourth, and 4A speeds.

FIG. 8 shows a 5th speed power transmission path. A shift from 4A speed to 5th speed is achieved by engaging the second brake 22. By engaging the second brake 22, the sun gear 121 of the second simple planetary gear set is fixed together with the third intermediate shaft 630. At this time, the first one-way latch 31 is released from engagement, making the switching smooth. Since the rotation of the input shaft 240 is applied to the carrier 123 of the second simple planetary gear set via the second intermediate shaft 620, the ring gear 125
is driven at an increased speed, and its rotation is transmitted to the ring gear 135 of the third simple planetary gear set through the first connecting member 1509. On the other hand, the rotation of the carrier 123 of the second simple planetary gear set is The coupling member 160° is also transmitted to the sun gear 131 of the third simple planetary gear set via the fifth clutch 15 and the shaft member 760. Therefore, the third simple planetary gear set acts as a so-called split-type planetary gear train that rotates the ring gear 135 and the sun gear 131, and the rotation of the ring gear 135 is reduced by a small amount and transmitted to the carrier 133 to rotate the output shaft 800. drive

The 5th gear is in overdrive as a whole, and its gear ratio is expressed as 1/[l+(λ2/(1+λ, ))].

In the first simple planetary gear set, the accelerated rotation of the first connecting member 150 is connected to the first intermediate shaft 61.
0 to the carrier 113 and the ring gear 11
5 is driven at increased speed. Although the ring gear 115 and the hub of the first clutch 11 connected thereto do not participate in power transmission, it is not desirable for the ring gear 115 to idle at high speed because it may affect bearings and the like.

Sun gear 111 of the first simple planetary gear set
If fixed, the speed increasing ratio of ring gear 115 would be large, but in this automatic transmission, sun gear 11
1 to actively suppress the speed increasing ratio of the ring gear 115. By this measure, the relative rotational speed between sun gear 111 and ring gear 115 can be reduced,
The rotation speed of the pinion supported by the carrier 113 is also reduced, and the burden on bearings, lubrication, etc. is also reduced.

At the fifth speed, the first clutch 11 is released and relative rotation occurs between the hub and the drum. The hub of the first clutch 11 rotates together with the ring gear 115 at the speed increasing ratio described above. However, since input rotation is applied to the drum of the first clutch 11.

The relative rotation between the clutch and the hub is small, and the occurrence of clutch dragging and the like can be suppressed.

As described above, in the automatic transmission of the present invention, the absolute rotation and relative rotation are reduced for the members that tend to be accelerated more when the 5th gear is overdriven. The influence of speed can be minimized as much as possible.

FIG. 9 shows the power transmission path when moving backward. Reverse 11 Second clutch 12, Third clutch 13, Third brake 2
This is achieved by engaging 3. The rotation of the input shaft 240 is transmitted to the third intermediate shaft 630 via the clutch 12 and the clutch 13.
and drives the sun gear 121 of the second simple planetary gear set. When the brake 23 is engaged, the carrier 123 is fixed, and the ring gear 25 is decelerated in the opposite direction. This rotation causes the first connecting member 150
is transmitted to the ring gear 135 of the third simple planetary gear set via the Since the reaction force received by sun gear 131 acts in the direction of engaging second one-way clutch 32, shaft member 760 and second connecting member 160 are connected, and sun gear 131 is also fixed. The rotation of ring gear 135 is further decelerated and transmitted to output shaft 800.

The gear ratio when reversing is -(1+λ2)X(1+λ,) It is indicated by.

Even in the reverse gear position, the second one-way clutch 32 is interposed in the path receiving the reaction force to absorb the # shock.

During engine braking, a rotational force in the opposite direction is applied to the path that receives the reaction force and attempts to disengage the second one-way clutch 32, but this rotational force in the opposite direction causes the third one-way clutch 33 to maintain a path of engagement and reaction force.

Generally, by interposing a one-way clutch in the path that transmits power or reaction force, it is possible to make gear changes smoother, but if a rotational force in the opposite direction is applied to the path, the one-way clutch Since the engagement is released, countermeasures are required. Usually, a means is employed in which a clutch is disposed in parallel with the one-way latch and the clutch is engaged to maintain the transmission path when the one-way clutch is disengaged.

In this automatic transmission, the third one-way clutch automatically engages during engine braking during reverse travel to maintain a path for receiving reaction force.

In addition, the second and third one-way clutches are inserted in series in the path that receives the reaction force during 1st or 2nd gear, which transmits a huge amount of torque, to achieve smooth gear shifting. However, these one-way clutches can also be used as a path for receiving the reaction force of the reverse gear, making it possible to obtain an economical device.

FIG. 10 is a diagram showing the speeds of the sun gear, carrier, and ring gear that constitute the three-row simple planetary gear set at each gear stage.

In the figure, IST, 2ND, 3RD, 4TH, 5TH, RE
V indicates 1st speed, 2nd speed, 93rd speed, 4th speed, 5th speed, and reverse, respectively, and when the input speed is 1, the speed of the carrier 133 of the third simple planetary gear set, which is the output member, is displayed.

Gear ratio λ0 of three simple planetary gear sets. λ
2. In the case of a cross ratio, which reduces the difference in the gear ratios of each gear ratio, or a wide ratio, which increases the difference in gear ratios, by changing λ, the gear ratio of the lowest speed gear is increased. However, since the 1st and 2nd speed input members are set to the ring gear 115 of the first simple planetary gear set, the gear ratios λ□, λ2 . When widening the ratio by changing λ, there is a large degree of freedom in terms of strength, and a good gear ratio can be obtained for both the close ratio and the wide ratio.

Furthermore, in the 5th gear, which is overdrive, the speed of the ring gear 115 of the first simple planetary gear set is such that an input of 1 is given to the sun gear 111, so the speed ratio of the ring gear 115 is 2, as shown by the chain line.
This can be suppressed to below, making it easy to take measures against high-speed rotating members.

Furthermore, since a one-sided clutch is used at each gear stage and two friction engagement elements are not switched at the same time, smooth gear changes can be achieved and WI shock can be absorbed.

[Effects of the Invention] As described above, since the planetary gear device of the present invention is configured with a simple planetary gear set, it is easy to manufacture each gear, it is easy to achieve high precision, and the generation of vibrations, noise, etc. can be suppressed. It is advantageous.

The three rows of simple planetary gear sets are separated from each other in the axial direction, and frictional engagement elements are disposed between them, thereby streamlining the power transmission path as much as possible. A triple-structured intermediate shaft is required between the first and second simple planetary gear sets that constitute the basic planetary gear train, but the input member of the low forward speed stage that transmits large torque is connected to the first simple planetary gear. By using a ring gear as a set, the torque burden is reduced, and by transmitting the output of the carrier through the first intermediate shaft located closest to the center shaft, the entire triple-layered intermediate shaft is simplified and lighter. can.

In addition, the first simple planetary gear set is placed adjacent to the clutch drum attached to the rear end of the input shaft, and a structure is adopted in which the clutch hub and ring gear are directly connected, ensuring sufficient clearance around the outer periphery of the ring gear. Since the first simple planetary gear set can be easily changed to a set with a different gear ratio, it is possible to easily change to a cross gear ratio or wide gear ratio while keeping most of the structure of the automatic transmission in common. can be achieved.

Furthermore, the mass of the members idling in the highest forward speed stage is reduced as much as possible, and measures are taken to reduce the absolute speed and relative speed of idling, which improves the durability of the support device and reduces vibration and It has the effect of suppressing sound.

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view of the automatic transmission of the present invention, FIG. 2 is an explanatory diagram showing an overview of the automatic transmission of the present invention, FIG. 3 is an explanatory diagram showing the power transmission path at 1st speed, and FIG. FIG. 5 is an explanatory diagram showing the power transmission path at second speed, and FIG. 5 is an explanatory diagram showing the power transmission path at third speed. Figure 6 is an explanatory diagram showing the power transmission path at 4th speed, Figure 7 is an explanatory diagram showing the power transmission path at A4 speed, and Figure 8 is an explanatory diagram showing the power transmission path at 5th speed. . Figure 9 is an explanatory diagram showing the power transmission path when moving in reverse, Figure 10
The figure is a diagram showing each element of a planetary gear train, and FIG. 11 is an explanatory diagram showing a power transmission path in a conventional automatic transmission and an operation table of frictional engagement elements. 1... Automatic transmission, 2... Starting device. 3...Transmission, 11...First clutch, 12...Second clutch. 13...Third clutch, 14...Fourth clutch, 15...Fifth clutch, 21...First brake, 22. ...Second brake, 23...Third brake, 31...First one-way clutch, 32...
...Second one-way clutch, 33...Third one-way clutch, 110...First simple planetary gear set, 120...Second simple planetary gear set , 130... Third simple planetary gear set, 240... Input shaft, 610... First intermediate shaft, 620...
・Second intermediate shaft, 630...Third intermediate shaft, 800...
output shaft.

Claims (1)

[Claims] (1) In an automatic transmission equipped with a starting device and a planetary gear device, an input shaft that transmits the output of the starting device, three rows of simple planetary gear sets arranged apart from each other in the axial direction, and each simple planetary gear set at least one frictional engagement element disposed between the first and second simple planetary gear sets; an intermediate shaft having a multilayer structure disposed between the first and second simple planetary gear sets; and an output shaft for taking output from the third planetary gear set. , the first and second simple planetary gear sets and the plurality of frictional engagement elements achieve a plurality of forward stages and reverse stages, and the third simple planetary gear set is connected to the first and second simple planetary gear sets.
It has a configuration that selectively achieves deceleration by fixing one element using the output from the simple planetary gear set as input, or deceleration by applying input to two elements, and is connected to the outer peripheral part of the rear end of the input shaft. An automatic transmission characterized in that a hub of a clutch housed in a drum is integrally connected to a ring gear of a first simple planetary gear set disposed adjacent to the drum.