JPH0637926B2 - Transmission for vehicle - Google Patents

Description

Description: [Object of the Invention] The present invention relates to an improvement of a vehicle transmission that achieves four forward gears and one reverse gear including overdrive.

[Prior Art] An automatic transmission configured to achieve four forward gears and one reverse gear including overdrive by using two sets of simple planetary gears is disclosed in Japanese Patent Application No. 60-1395.
Many are known, including those described in the specification No. 3.

[Problems to be Solved by the Present Invention]

However, the one described in the above-mentioned Japanese Patent Application No. 60-13953 is, as shown in FIG. 2 of the same application, when shifting from the first speed to the second speed in which the driving force transmitted is particularly large. ，
The second clutch is released and the first clutch is engaged while the engagement state of the second brake is maintained.
As described above, in the structure in which the shift from the first speed to the second speed is achieved by releasing and engaging the clutch, the rotating members having different rotating speeds must be smoothly engaged with each other. Therefore, the control of the hydraulic pressure and the like supplied to the clutch becomes complicated, and there is a problem that gear shift shock is likely to occur.

Further, it has two sets of simple planetary gear devices, and the carrier of one of the planetary gear devices passes through the outside of the other gear device and the other gear device is connected via a connecting shaft having a clutch with which the connection can be interrupted. In the grooved type, which is connected to the ring gear of the above and further provided with a brake for stopping the coaxial rotation on the outside of the connecting shaft, the clutch is arranged on the outside in the radial direction of the other gear device. Therefore, there was a problem that the outer diameter of the transmission became large.

[Structure of Invention]

The present invention has been proposed in view of the above, and rotatably supports an input shaft to which rotational power of an engine is input, a first sun gear, a first pinion gear meshing with the first sun gear, and a first pinion gear. Rotating a first carrier that is rotatable by itself, a first simple planetary gear device including a first ring gear that meshes with the first pinion gear, a second sun gear, a second pinion gear that meshes with the second sun gear, and a second pinion gear A second carrier that is freely supported and is rotatable, and a second gear that meshes with the second pinion gear.
A second simple planetary gear device including a ring gear, and the first
A first intermediate shaft connecting the ring gear and the second ring gear, a second intermediate shaft connecting the first carrier and the second carrier, and a driving force to a drive axle of the vehicle which is connected to the second ring gear. An output shaft for transmission, a first clutch for connecting / disconnecting the connection between the input shaft and the first intermediate shaft, a second clutch for connecting / disconnecting the connection between the input shaft and the first sun gear, and the input shaft And a second clutch for stopping the rotation of the second intermediate shaft, a first brake for stopping the rotation of the first intermediate shaft, and a second brake for stopping the rotation of the second intermediate shaft. The present invention is directed to a vehicle transmission device characterized by comprising: a brake, and a structure in which each of the clutches and brakes is selectively actuated to achieve a shift speed of four forward gears and one reverse gear. .

[Advantages of the Invention] According to the above configuration, the second brake is released and the first brake is engaged while shifting the first speed to the second speed while maintaining the engaged state of the second clutch. Is achieved by simply releasing the first ring gear and stopping the rotation of the first ring gear, it is possible to easily achieve a shift without a shift shock without complicated hydraulic control. Has the effect. Further, since the first ring gear and the second carrier are simply connected by the hollow first intermediate shaft, it is not necessary to dispose a clutch on the outer side in the radial direction of the first simple planetary gear device, and the clutch is not provided outside the transmission. There is also an effect that the diameter can be reduced.

〔Example〕

An embodiment of the present invention will be described in detail below with reference to FIG. A drive shaft 10 directly connected to a crank shaft of an engine (not shown) is an input casing 14 of a torque converter 12.
Is connected to the pump 16 of the torque converter 12, and the stator 18 of the torque converter 12 is connected to the speed change casing 22 via the one-way clutch 20. The turbine 24 of the torque converter 12 is connected to a clutch 28, a clutch 30 and a clutch 32 via an input shaft 26. The output side of the clutch 28 is connected to a first simple planetary gear via a first intermediate shaft 34. The first carrier 38 of the device 36 (hereinafter, simply referred to as the first gear device 36) and the second simple planetary gear device 40 (hereinafter,
(Hereinafter simply referred to as the second gear device 40) and a brake 44 for stopping the rotation of the first intermediate shaft 34, and the output side of the clutch 30 is connected to the first gear device. 36 is connected to the first sun gear 46, and the output side of the clutch 32 is connected to the first ring gear 50 of the first gear device 36 and the second sun gear 52 of the second gear device 40 via the second intermediate shaft 48. At the same time, it is connected to a brake 54 for stopping the rotation of the second intermediate shaft 48.

The first gear device 36 rotatably supports the first sun gear 46, a first pinion gear 56 meshing with the sun gear 46, the pinion gear 56, and the rotatable first carrier 38 and the first pinion gear 56. The first ring gear 50 that meshes with
The second gear device 40 rotatably supports the second sun gear 52, a second pinion gear 58 meshing with the sun gear 52, the pinion gear 58, and the rotatable second carrier 42 and the second pinion gear 58. It is composed of a second ring gear 60 that meshes with. The second ring gear 60 is connected to the output gear 64 via the hollow output shaft 62 through which the first intermediate shaft 34 is inserted.

The output gear 64 is disposed substantially parallel to the input shaft 26 and meshes with a driven gear 68 provided at the right end of the intermediate transmission shaft 66 via an idler 70. The left end of is connected to the final reduction gear 76 connected to the drive axle 74 via the differential gear unit 72.

As is apparent from FIG. 1, the transmission casing 22 includes the torque converter 12 to the output gear 64,
The intermediate transmission shaft 66, the differential gear unit 72, etc. are included.

Each of the clutches and brakes is provided with an engaging piston device or a servo device, and is engaged and released by supplying and discharging hydraulic pressure. Then, the hydraulic pressure is selectively supplied to each clutch and brake by a hydraulic control device (not shown), and a combination of the operation of each clutch and brake achieves four forward gears and one reverse gear. Table 1 shows the relationship between the operation of each clutch and brake and the gear status. In the table, "○"
The marks indicate the engagement of clutches or brakes and the "-" marks indicate their release. Further, regarding the gear ratio of each shift stage in the table, the gear ratio of the first ring gear 50 of the first gear device 36 and the first sun gear 46 is about 2: 1 and the second gear device 4 is
A case where the tooth number ratio of the second ring gear 60 of 0 and the second sun gear 52 is set to about 1.85: 1 is shown.

In the above structure, when the brake 44 and the clutch 30 are engaged, the first carrier 38 and the second carrier 42 are fixed and become a reaction force element, and the driving force from the drive shaft 10 causes the torque converter 12, the input shaft 26, and the clutch. 30, the first sun gear 46, the first pinion gear 56, the first ring gear 50, the second sun gear 52, the second pinion gear 58, the second ring gear 60 is transmitted to the output shaft 62, and further, the output gear 64, the intermediate transmission shaft. 66, final reduction gear 76
It is transmitted to the drive axle 74 via the gear and the first speed is achieved as is apparent from Table 1. Next, when the brake 44 is released and the brake 54 is engaged while the engagement state of the clutch 30 is maintained, the first ring gear 50 and the second ring gear 50 are engaged.
The rotation of the sun gear 52 is stopped to become a reaction force element, and the driving force is transmitted to the output gear 64 via the first sun gear 46, the first carrier 38, the second carrier 42, the second ring gear 60, and the output shaft 62. Second speed is achieved.

Next, when the clutch 54 is released and the clutch 28 is engaged while the engagement state of the clutch 30 is maintained, the first sun gear 46 and the first carrier 38 rotate integrally, so that the entire first gear device 36 Rotate integrally. Therefore, the second
Since the sun gear 52 and the second carrier 42 rotate integrally, the entire second gear device 40 also rotates integrally, and the third speed at which the input shaft 26 and the output gear 46 have the same rotation speed is achieved.

Further, when the clutch 30 is released and the brake 54 is engaged while the engagement state of the clutch 28 is maintained, the second sun gear 52 serves as a reaction force element, so that the driving force is the first intermediate shaft,
Second sun gear, second pinion gear 58, second carrier 4
2, the fourth speed of overdrive is achieved in which the output gear 64 is transmitted to the output gear 64 and the output gear 64 rotates faster than the input shaft 26 rotates.

Next, the engagement of the clutch 28 and the brake 54 is released and the clutch 32 and the brake 44 are engaged.
The carrier 42 becomes a reaction force element, and the driving force is the second intermediate shaft,
It is transmitted to the output gear 64 via the second sun gear 52, the second pinion gear 58, the second ring gear 60, and the output shaft 62 to achieve the reverse gear.

According to the above configuration, the gear shift from the first speed to the second speed, to which a large driving force is transmitted, is achieved only by releasing the brake 44 and engaging the brake 54 while maintaining the engaged state of the clutch 30. That is, since the first ring gear 50 and the second sun gear 52 need only be fixed relative to the transmission casing 22, it is possible to easily achieve a gear shift without a gear shift shock without complicated hydraulic control. Play.

Further, according to the above configuration, since the first ring gear 50 and the second sun gear 52 are simply connected by the hollow second intermediate shaft 48, the clutch is arranged on the radially outer side of the first gear device 36. There is no need, and it is possible to reduce the outer diameter of the transmission.

Further, according to the above configuration, the gear shift from the first speed to the third speed is achieved while the clutch 30 remains engaged, so that the hydraulic control can be simplified.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing a schematic structure of an embodiment of the present invention. 10 ... Drive shaft, 12 ... Torque converter, 22 ... Transmission casing, 26 ... Input shaft, 28, 30, 32 ... Clutch, 36 ... First simple planetary gear device, 40 ... Second simple Planetary gear device, 44, 54 ... Brake, 64 ... Output gear, 66 ... Intermediate transmission shaft, 68 ... Driven gear, 74 ... Driving axle

Claims (1)

[Claims] A first sun gear, a first pinion gear meshing with the first sun gear, and a first pinion gear rotatably supported and capable of rotating itself. A carrier, a first simple planetary gear device including a first ring gear that meshes with the first pinion gear, a second sun gear, a second pinion gear that meshes with the second sun gear, and a second pinion gear that rotatably supports the gear itself. A second rotatable carrier and a second ring gear that meshes with the second pinion gear
A simple planetary gear device, a first intermediate shaft connecting the first ring gear and the second sun gear, a second intermediate shaft connecting the first carrier and the second carrier, and the second
An output shaft that is connected to a ring gear and transmits a driving force to a drive axle of a vehicle, a first clutch that connects and disconnects the input shaft and the first intermediate shaft, and a connection between the input shaft and the first sun gear. A second clutch for connecting and disconnecting, and a third clutch for connecting and disconnecting the input shaft and the second intermediate shaft,
A first brake for stopping the rotation of the first intermediate shaft and a second brake for stopping the rotation of the second intermediate shaft, and selectively actuating the clutches and brakes. It is configured to achieve four forward speeds and one reverse speed by