JP2000193050A - Automatic transmission - Google Patents

Abstract

(57) [Summary] In an automatic transmission in which a main transmission mechanism portion is arranged on a first shaft and an auxiliary transmission mechanism portion is arranged on a second shaft, a high / low two-stage auxiliary transmission mechanism portion is compactly provided. Reduce gear ratio steps without loss. SOLUTION: The pinion supported by a carrier CR3 is a step formed of a small diameter pinion P3 and a large diameter pinion P4. The ring gear R3 connected to the input member 12 meshes with the small-diameter pinion P3, and the sun gear S3 meshes with the large-diameter pinion P4, thereby reducing the ratio of the number of teeth between the ring gear and the sun gear. The counter shaft 3 maintains strength by setting the opposed portion of the small-diameter pinion as a bulged portion 3d.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission having a main transmission mechanism on a first shaft and an auxiliary transmission mechanism on a second shaft parallel to the first shaft. In the structure of the auxiliary transmission mechanism section.

[0002]

2. Description of the Related Art Conventionally, Japanese Patent Application Laid-Open No. 9-79 proposed one of the present applicants as an automatic transmission in which a main transmission mechanism portion and an auxiliary transmission portion are respectively arranged on the above-mentioned first and second parallel shafts.
No. 328 is disclosed. This is shown in FIG.
As shown in FIG. 2, a four-speed main transmission mechanism 2 is arranged on a first shaft 1 coaxially arranged with an engine output shaft 15 and a torque converter 16, and a second shaft 3 parallel to the first shaft 1.
Is provided with an underdrive type two-speed auxiliary transmission mechanism 5.

[0003] The four-speed main transmission mechanism 2 is composed of two sets of single pinion type planetary gears 6, 7 having a carrier CR.
1, a gear unit 9 of a so-called CR-CR coupling type in which the CR2 and the ring gears R2 and R1 are coupled to each other.
And the sun gear S1 of one planetary gear 6 via the clutch C1. Further, one carrier CR1 integral with the ring gear R2 of the other planetary gear 7 (hereinafter, the planetary gear is omitted like the other ring gear) is connected to the counter drive gear 10 serving as the output section of the main transmission mechanism 2. ing.

Further, the input shaft 1 is connected to a second clutch C
2 and the other carrier CR2 integral with one ring gear R1 and the third clutch C3
Is connected to the other sun gear S1. And
The integrated ring gear R1 and carrier CR2 are
Brake B2 or the first one-way clutch F1, and the other sun gear S2 is engaged with the first brake B
1 can be locked.

On the other hand, the sub-drive mechanism 5 for underdrive (U / D) has a set of single pinion type planetary gears 11, and a ring gear R3 is a counter driven gear which is an input member of the sub-drive mechanism. 12. Further, the sun gear S3 can be locked by the third brake B3 or the second one-way clutch F2, and can be freely contacted and separated via the carrier CR3 and the fourth clutch C4. The carrier CR3 is connected to the second shaft 3 serving as an output shaft of the sub-transmission mechanism, and the second shaft (counter shaft) 3 is connected via gears 17, 19 and a differential device 20. They are connected to left and right drive wheels (front wheels) 21l, 21r.

In the automatic transmission, the clutches C1, C2, C3, C0 are connected or released based on an operation table shown in FIG. 7, and the brakes B1, B2, B3 and the one-way clutches F1, F0 are locked or released. As a result, the fifth forward speed (1ST, 2ND, 3RD, 4TH, 5TH) and the reverse (REV) can be obtained. In the above operation table, ○ indicates that the clutch, brake or one-way clutch is in the engaged state, and (○) indicates that the clutch and brake are in the engaged state only when the engine brake is operating. , And a blank portion indicates that the clutch, the brake, and the like are in the released state.

More specifically, in the first to fourth speeds, the sub-transmission mechanism 5 is configured such that the second one-way clutch F0 (and the third brake B0) is in the engaged state, and the input from the ring gear R3. Each clutch C1 in the main transmission mechanism 2 is in an underdrive state in which the rotation is decelerated based on the stop of the sun gear S3 and is output from the carrier CR3.
~ C2, brakes B1, B2, one-way clutch F
The first to fourth speeds are achieved by switching the transmission path based on the engagement / disengagement of 1. And, the main transmission mechanism 2 is 4
In the high speed state, the sub-transmission mechanism 5 is connected to the fourth clutch C
0 to engage the second one-way clutch F0.
, The planetary gear 11 rotates integrally while idling, and the fifth speed is obtained. At this time, for example, assuming that the number of teeth of the sun gear S3 in the subtransmission mechanism 5 is ZS3 and the number of teeth of the ring gear R3 is ZR3, the gear ratio λ (= ZS3 / ZR
3) is 0.3846, so the gear ratio is 1.385 in the underdrive state of the subtransmission mechanism, and is 1.000 in the directly connected state.

[0008]

The gear ratio of the automatic transmission is better to be a cross gear ratio (smaller gear step) or a wider gear ratio (larger gear step) depending on the use condition. Generally, it is desired to use a cross gear ratio having a small gear ratio step as the number of stages of the automatic transmission increases.

In particular, in a high-speed gear, when the gear ratio step is large, for example, when a 4-5 upshift occurs during high-speed running, the driving force is greatly reduced, which further reduces the driver's acceleration. Depressing the pedal may cause a downshift to the 4th speed. Then, since the gear ratio step is large, the engine speed rapidly increases and the driving force increases, so that the driver feels a sense of discomfort and impairs drivability.

As shown in the above-mentioned prior art, when the subtransmission mechanism 5 is constituted by a simple planetary gear 11 consisting of a single-stage pinion, the gear ratio step can be reduced by reducing the sun gear diameter. The diameter of the ring gear must be increased. However, since the sun gear S3 has the second shaft 3 disposed on the inner diameter side, there is a limit in strength to reduce the diameter of the sun gear. If the diameter is increased, the diameter of the ring gear increases, so that the diameter of the pinion gear meshing with the ring gear also increases, and the weight of the planetary gear increases, and the diameter of the entire planetary gear also increases, thereby impairing the compactness of the automatic transmission. .

In particular, when the auxiliary transmission mechanism 5 is operated at a high speed (for example, 5
4-5 speed shift of the high speed transmission and 3-4 speed shift of the 4 speed transmission)
It is desired that the gear ratio step of the auxiliary transmission mechanism be reduced without deteriorating the compactness of the automatic transmission mounted on the vehicle.

Therefore, the present invention improves the structure of the carrier of the sub-transmission mechanism so that the gear ratio step of the sub-transmission mechanism can be set smaller without impairing the compactness of the automatic transmission. It is an object to provide a transmission.

[0013]

According to the first aspect of the present invention, a main transmission mechanism (2) is arranged on a first shaft (1), and a second shaft (3) parallel to the first shaft. Upper transmission mechanism (5)
Wherein the auxiliary transmission mechanism comprises a planetary gear (11) having a sun gear (S3), a ring gear (R3), and a carrier (CR3) supporting a pinion meshing with the sun gear and the ring gear. Sun gear,
Any one (for example, R3) of the three rotating elements of the ring gear and the carrier is connected to the output unit (1) of the main transmission mechanism.
0), the other one (for example, CR3) is connected to the output member (17) of the auxiliary transmission mechanism, and the other one (for example, S3) is further connected. In the automatic transmission (A), which is switched between a locked state and a state in which any two of the three are connected, and shifts to two stages of high speed and low speed, the automatic transmission (A) is supported by the carrier (CR3). The pinion comprises a stepped pinion having a small-diameter pinion (P3) and a large-diameter pinion (P4). One of the small-diameter pinion and the large-diameter pinion is used for the ring gear (R3), and the other is used for the sun gear (S3). An automatic transmission characterized by being meshed with each other.

According to a second aspect of the present invention, in the auxiliary transmission mechanism (5), the ring gear (R3) is connected to the input member (12), and the carrier (CR3) is connected to the output member (17). ) And the sun gear (S
3) Locking to make the underdrive state,
Further, any one of the ring gear, sun gear and carrier is connected to make a direct connection state, and the small-diameter pinion (P3) is arranged on the input side of the planetary gear (11) and meshes with the ring gear (R3), The automatic transmission according to claim 1, wherein the large-diameter pinion (P4) is meshed with the sun gear (11).

According to a third aspect of the present invention, the input member (12) is disposed adjacent to a front side of the planetary gear (11), and the carrier (CR3) is connected to the input member (12). A shifting operation having a locking means (B3, F2) connected to the second shaft between the second shaft and locking the sun gear (S3) and a clutch (C4) connecting any two of the ring gear, the sun gear and the carrier; Part (75)
3. The automatic transmission according to claim 2, wherein the transmission is disposed rearward of the planetary gear.

According to a fourth aspect of the present invention, the second shaft (3) is rotatably supported at both ends thereof.
47) and the sun gear (S3) and the operation unit (7
The portion where (5) is arranged is a small-diameter portion (3c), and the portion facing the small-diameter pinion (P3) is a swollen portion (3d) having a larger diameter than the small-diameter portion. In the automatic transmission described.

According to a fifth aspect of the present invention, the carrier (CR3) is an annular plate-shaped flange (3a) formed integrally with the second shaft (3) and bulging in the outer diameter direction. And a support member (70) fixed to the flange portion, and a pinion shaft (71) supported over the flange portion and the support member.
And a lubricating oil hole (81) extending in the radial direction is formed in the support member, and a receiving groove (p) communicating with the lubricating oil hole is formed in the inner peripheral surface of the support member. The lubricating oil is discharged from the lateral hole (k, l) formed in the integral member (51b) with the sun gear (S3) disposed on the second shaft (3) toward the receiving groove (p). The automatic transmission according to claim 2, 3 or 4, wherein the automatic transmission is provided.

According to a sixth aspect of the present invention, the teeth of the sun gear (S3) and the receiving groove (p) are arranged so as to partially overlap (t) in the axial direction. 5. The automatic transmission according to item 5.

According to a seventh aspect of the present invention, the speed change operating portion (75) has a drum member (51), and an outer friction plate of the clutch (C4) is provided on an inner peripheral surface of the drum member (51d). 4. The automatic transmission according to claim 3, wherein the outer peripheral surface of the drum member is used as a brake drum of a band brake (B3) constituting the locking means.

According to an eighth aspect of the present invention, in the two-speed shifting by the sub-transmission mechanism (5), the highest speed (for example, the fifth speed) of the automatic transmission and the speed thereof one speed lower ( The automatic transmission according to any one of claims 1 to 7, wherein the automatic transmission is a shift between (eg, fourth speed).

[Operation] Based on the above structure, the rotation shifted by the main transmission mechanism (2) is transmitted to the auxiliary transmission mechanism (5) via the output section (10) and the input member (12). The auxiliary transmission mechanism is switched to a low speed stage such as an underdrive and a high speed stage such as a direct connection, and the entire automatic transmission (A) performs, for example, a 4-5 shift.

At this time, the carrier (CR
3) The small diameter pinion (P3) and the large diameter pinion (P3)
4). The stepped pinions are different, for example, the small diameter pinion (P3) meshes with the ring gear (R3) and the large diameter pinion (P4) meshes with the sun gear (S3). Since it meshes with the other rotating elements, the number of teeth can be set independently of each other, and the gear ratio step of the auxiliary transmission mechanism can be reduced.

The reference numerals in parentheses are for the purpose of comparison with the drawings, but do not have any effect on the configuration described in the claims.

[0024]

According to the first aspect of the present invention, it is possible to reduce the gear ratio step without increasing the diameter of the subtransmission mechanism, and to achieve the cross gearing of the automatic transmission.

According to the second aspect of the present invention, the auxiliary transmission mechanism is of an underdrive type that receives an input from a ring gear and outputs from a carrier, and engages a small-diameter pinion with the ring gear to maintain radial compactness. And the gear ratio step can be reduced.

According to the third aspect of the present invention, the rotation from the input member is directly input to the planetary gear, and the rotation of the carrier of the planetary gear is directly connected to the second shaft to directly transmit the power. Since the speed change operation unit, which is not related to the above, is disposed on the rear side, the power transmission path is shortened, and the power transmission performance can be improved with a compact configuration.

According to the present invention, the sun gear meshed with the large-diameter pinion and the speed change operating portion are arranged on the small-diameter portion of the second shaft so that the small diameter can be maintained while maintaining the compactness in the radial direction. The enlarged diameter portion can be formed in the vicinity of the portion where the pinion meshes, and the second shaft having the double-sided structure can be made to have a structure strong against a moment load, thereby improving the strength of the second shaft.

According to the fifth aspect of the present invention, a lubrication hole and a receiving groove are formed in the support member constituting the carrier.
Since the lubricating oil discharged from the second shaft and the sun gear integrated member is received by the receiving groove and supplied to the pinion support member and the like, a lubricating oil hole is provided in an annular plate-shaped flange integral with the second shaft. This eliminates the necessity and makes it possible to reduce the axial dimension of the flange while maintaining the high strength of the solid structure, thereby making it possible to reduce the size of the auxiliary transmission mechanism in the axial direction.

Further, in the conventional configuration in which a lubricating oil hole is formed in the flange, it is necessary to form a hole in the flange of the second shaft made of a hard member after quenching. However, according to the above-described configuration, the productivity can be prevented from decreasing, and as a result of using the stepped pinion, the clutch hub is located on the outer diameter side from the center of the pinion shaft. As a result, it becomes impossible to provide an oil reservoir in the clutch hub portion.
With this configuration, it is possible to reliably supply lubricating oil to the pinion support portion.

According to the present invention, a part of the lubricating oil discharged from the sun gear integrated member is scattered in the outer diameter direction from the end portion of the tooth portion by centrifugal force based on the rotation of the sun gear. Since the end portion of the tooth overlaps the receiving groove, the scattered lubricating oil can be received in the receiving groove and surely guided to the lubricating oil hole.

According to the seventh aspect of the present invention, the drum member of the speed change operation portion is used as a clutch on the inner circumferential surface and as a brake on the outer circumferential surface thereof. The size in the axial direction can be reduced, and by using the band brake, the size can be reduced in the radial direction.

According to the eighth aspect of the present invention, since the speed change by the sub-transmission mechanism is performed at the high speed stage, abrupt torque fluctuation during steady running such as high speed running based on the crossing of the gear ratio steps described above. In addition, it is possible to prevent a change in the engine speed from occurring, thereby improving drivability.

[0033]

1 and 2 show an automatic transmission A according to an embodiment of the present invention. FIG. 1 is a skeleton diagram.
FIG. 2 is a sectional view. The automatic transmission A includes a torque converter 16 and a main automatic transmission mechanism 2, which are arranged coaxially with an input shaft (first shaft) 1 aligned with an engine output shaft 15,
An underdrive (U / D) type auxiliary transmission mechanism unit 5 disposed on a counter shaft (second shaft) 3 parallel to the input shaft
And a differential device 20 aligned with the left and right axles 211 and 21r, which are housed in an integrated case (25) including a housing 25a, a transmission case 25b, and a rear cover 25c that are integrally connected. The torque converter 16 and the main transmission mechanism 2 disposed on the first shaft 1 are substantially the same as those in FIG. 6 shown in the related art.

The torque converter 16 includes a pump impeller 26 connected to the engine output shaft 15, a turbine runner 27 and a stator 28 connected to the input shaft 1 of the main transmission mechanism 2, and a lock-up clutch 29. Thus, the rotation of the engine output shaft 15 is transmitted to the input shaft 1 via an oil flow or by a mechanical connection using a lock-up clutch 29.

The main automatic transmission mechanism 2 includes a first clutch C 1, a counter drive gear 1 and a second clutch C 1, which extend from the oil pump 30 adjacent to the torque converter toward the rear end in the axial direction.
0, a planetary gear unit 9, a third clutch C3 and a second clutch C2 are arranged in this order. The planetary gear unit 9 includes two sets of single pinion type planetary gears (simple planetary gears) 6,
, And any two rotating elements of one (eg, front) planetary gear 6 (hereinafter, referred to as front planetary gear) are any two of the other (eg, rear) planetary gear 7 (hereinafter, referred to as rear planetary gear).
Each of the two elements is coupled one-to-one (i.e., integrally), and the other one rotating element of each of the planetary gears 6, 7 constitutes a total of four rotating elements. Specifically, the carrier CR1 of the front planetary gear 6 (hereinafter, referred to as a front carrier, and other elements are also the same) and the rear ring gear R2, and the front ring gear R1 and the rear carrier CR2 are integrally connected.
Front sun gear S1 and rear sun gear S2 for a total of 4
Of rotating elements.

The first clutch C1 is composed of a wet multi-plate clutch, and its drum 31 is connected to an input shaft 1 'interlocked with a turbine runner 27 of the torque converter 16, and its hub 32 is connected to the input shaft 1'. Is connected to a sleeve shaft 33 rotatably fitted on the shaft. The drum 31 has an intermediate portion formed as a cylinder for the hydraulic servo 33, and the first clutch C1 is brought into and out of operation by a piston fitted to the cylinder. Note that the input shaft (first
The shafts 1, 1 'are divided in the middle for reasons such as assembly, and the two shafts 1, 1' are connected by splines.

On the other hand, the counter drive gear 10 is supported by bearings 34 in the partition wall 25b ₁ formed in the transmission case 25b, the gear 10 is a front carrier CR1 (hence therewith rear ring gear integral R2) via a spline It is connected to. A second brake B2 composed of a multi-plate brake is interposed between the outer periphery of the front ring gear R1 and the transmission case 25b, and a hydraulic servo 35 is disposed on one side wall of the partition wall. Of the second brake B
2 is controlled.

On the inner peripheral surface of the transmission case 25b at the outer peripheral portion of the rear planetary gear 7, a first brake B1 composed of a multi-plate brake and its hydraulic servo 37 are provided.
Are arranged side by side, and the first brake B1 is operated by the piston of the hydraulic servo 37. The cylinder 39 of the hydraulic servo 37 is fixed to the transmission case 25b and disposed between the cylinder 39 and the first brake B1, and a fixed drum 40 is spline-coupled from the inner diameter side to extend axially rearward. On the other hand, the hub 41 of the first brake B1 has an outer edge, a bottom, and an inner edge which are integrally connected, and the first brake B1 is attached to the outer edge.
The first inner friction plate is engaged, and the rear sun gear S2 is engaged with the inner edge. Then, the fixed drum 40
A first one-way clutch F1 is interposed between the hub and the inner edge of the hub to which the rear sun gear S2 is connected. The one-way clutch F1 is disposed between the rear planetary gear 7 and the bottom of the hub 41 in the axial direction. Are located.

Then, the third clutch C3 and the second clutch C2 are located at the leading end of the main automatic transmission mechanism 2, and constitute a transaxle rear cover 25 which forms an integral case.
It is stored in part c. Further, a boss formed on the cover 25c is fitted to the tip of the input shaft 1 so that the flange 1
a is integrally connected, a movable member 42 is fitted to the flange portion 1a, and a piston member 43 is fitted to the movable member. The flange portion 1a has an outer diameter side extending in a drum shape toward the front side, and a third clutch C3 comprising a multi-plate clutch is provided between the drum portion and an outer edge portion of the hub 41 for the first brake B1. Is interposed. The rear carrier CR2 (and thus the front ring gear R1 integral therewith) is connected to a sleeve shaft 45 rotatably fitted between the input shaft 1 and the inner edge of the rear sun gear S2 connection. A second clutch C2 composed of a multi-plate clutch is interposed between the hub 45a connected to the rear end and the end drum of the movable portion 42.

The movable member 42 forms an oil chamber at its inner diameter with the flange 1a, and its outer diameter is connected to the flange 1a so as to prevent only relative rotation. The third clutch C3 is opposed to the third clutch C3 at a small interval, and constitutes a hydraulic servo 46 for the third clutch C3. On the other hand, the piston 43 is
And an oil chamber is formed between the second clutch C2 and the second clutch C2 on the opposite surface. The hydraulic chamber 47 for the second clutch C2 is formed. Further, the piston member 43
A centrifugal oil pressure canceling plate is arranged on the input shaft 1 on the inner peripheral side of the piston, and a centrifugal oil pressure canceling oil chamber is formed in a space formed by the inner peripheral portion of the piston member 43 and the centrifugal oil pressure canceling plate. . Further, a spring 48 is contracted between the piston member 43 and the centrifugal hydraulic pressure cancel plate fixed to the input shaft 1, and the spring 48 is connected to the piston members 42, 43 of both hydraulic servos.
Constitutes a common return spring.

The underdrive (U / D) auxiliary transmission mechanism 5 has one planetary gear 11 having a two-stage pinion, which is an essential part of the present invention, and the two-stage pinions P3, P4 of the gear are provided. Are formed integrally with the counter shaft 3. The counter shaft 3 is case 2
A counter-driven gear 12 is rotatably supported on bearings 5b and 25a via bearings 46 and 47 in a double-supported structure via bearings 46 and 47, and a counter driven gear 12 is supported on the counter shaft 3 via a bearing 49. 17 are integrally connected. The ring gear R3 of the planetary gear 11 is integrally connected to the counter driven gear 12, and the sun gear S3 is rotatably supported by the counter shaft 3 and is connected to a cup-shaped drum member 51.

More specifically, a flange portion 3a is formed integrally with the middle portion of the counter shaft 3 so as to bulge in the outer diameter direction, and a plurality of notches are formed at the tip of the flange portion. Is fixed. And the above flange 3
A plurality of pinion shafts 71 are supported over the support member 70 and the support member 70, and two-stage pinion gears P3 and P4 are rotatably supported on the shafts. Therefore, the flange 3a and the supporting member 70 are provided with stepped pinions P3, P4.
Is configured to support the carrier CR3.

The stepped pinion comprises a small-diameter pinion P3 and a large-diameter pinion P4 integrally formed coaxially. The small-diameter pinion P3 meshes with the ring gear R3, and the large-diameter pinion P4 meshes with the sun gear S3. I have. Accordingly, the small number pinion P3 and the large diameter pinion P4 have the same number of teeth Z.
P (for example, ZP = 23), the number of teeth ZR3 (for example, ZR3 = 98) of the ring gear R3 meshing with the small-diameter pinion P3 can be larger than that of the conventional gear (see FIG. 6), and the large-diameter pinion can be used. The number of teeth ZS3 (for example, ZS3 to 27) of the sun gear meshing with P4 can be reduced. Thus, for example, the gear ratio λ (= ZS3 / ZR) of the subtransmission mechanism
3) becomes 0.2755.

A third brake B0 comprising a band brake is disposed on the outer periphery of the drum member 51, and a third disc B0 is provided between the inner periphery thereof and a clutch hub 52 extending from the carrier CR3. A fourth clutch C0 is disposed. Further, a hydraulic servo 53 constituted by a piston fitted with the drum member 51 as a cylinder is disposed adjacent to the clutch. Further, the collar portion 51 of the drum member 51
The second one-way clutch F0 is interposed / arranged between a and the case.

The differential device 20 includes a case 2
A differential case (carrier) 55 rotatably supported by bearings 5b and 25a via bearings is provided. A gear 19 meshing with the output gear 17 is fixed to the case 55. Further, a shaft 57 is provided in the differential case in a direction orthogonal to the axle, and a bevel gear 59 is rotatably supported on the shaft. Also, left and right side gears 60 and 61 composed of bevel gears meshing with the bevel gears are rotatably supported on the differential case, and the left and right front axles 21l are respectively supported by these side gears.
, 21r are connected.

Incidentally, in FIG.
b, a rotation sensor of which is disposed close to the outer periphery of the flange portion 1a, and can detect the rotation speed of the input shaft 1. Reference numeral 66 denotes a rotation sensor, which is also disposed in the transmission case, and its detection unit is disposed close to the counter drive gear 10, and can detect the output rotation speed of the main drive mechanism 2 according to the counter drive gear. Further, reference numeral 67 denotes a parking gear integrally connected to the counter shaft 3, which locks the counter shaft 3 by operating a shift lever (not shown) by engaging the parking gear with a parking ball when the parking range is operated.

Next, the operation of the above-mentioned automatic transmission A will be described with reference to FIGS. 1, 3 and 7. The operation of the automatic transmission A is substantially the same as that of the conventional automatic transmission shown in FIG. 6, and therefore, the automatic transmission A is engaged according to the same operation table shown in FIG.

In the first speed, the first clutch C1 is engaged in the main transmission mechanism 2 to connect the input shaft 1 and the front sun gear S1, and the first one-way clutch F1 is locked. Then, the front ring gear R1 and the rear carrier CR2 are stopped. In the first gear, a state in which the engine brake (reverse drive) is operated (for example, L
Range, etc.), the second brake B2 in parallel with the first one-way clutch F1 is engaged. In this state, as shown in the velocity diagram of FIG. 3A, the input rotation from the front sun gear S1 is reduced and output from the front carrier CR1 based on the stop of the front ring gear R1. At this time, the gear ratio (ZS1 / ZR1) where the number of teeth of the front sun gear S1 is ZS1 and the number of teeth of the front ring gear R1 is ZR1 is λ1 (for example, λ1 =
0.5584), it becomes [(1 + λ1) / λ1].

The auxiliary transmission mechanism 5 in the first speed stage
The third brake B0 or the second one-way clutch F0 is locked to stop the sun gear S3. In this state, as shown in FIG. 3 (b), the input from the ring gear R3 is reduced and output from the carrier CR3 based on the stop of the sun gear S3. The gear ratio at this time is [(1 + λ)], where λ is the tooth ratio (ZS3 / ZR1) where ZS3 is the number of teeth of the sun gear S3 and ZR3 is the number of teeth of the ring gear R3.

Therefore, the rotation of the engine output shaft 15 is transmitted to the input shaft 1 via the torque converter 16, enters the first speed state in the main transmission mechanism 2, and outputs it to the counter drive gear 10. The gear is input to the sub-transmission mechanism from the meshing counter driven gear 12, is reduced to an underdrive state by the sub-transmission mechanism section 5, and is transmitted to the left and right axles 21 r and 211 via the gears 17 and 19 and the differential device 20. Is done. Note that the above-described transmission path in which the entire automatic transmission A obtains a predetermined shift speed by the shift speed of the main shift mechanism unit 2 and the shift speed of the sub-shift mechanism that are linked in series is the same in the following shift speeds. is there.

In the second speed, the rotation of the input shaft 1 is transmitted to the front sun gear S1 by the connection of the first clutch C1 in the main transmission mechanism 2, and the rear sun gear is locked by the engagement of the first brake B1. S2 is stopped. In this state, the rotation of the front sun gear S1 is reduced and output from the integrated rear ring gear R2 and front carrier CR1 due to the stop of the rear sun gear S2 (underdrive state). The gear ratio at this time is the rear sun gear S
2 is ZS2, and the number of teeth of the rear ring gear R2 is ZR2.
Λ2 (for example, λ2 =
0.4493), [｛1 + λ1 + (λ1 / λ
2) {/ {λ1 + (λ1 / λ2)}]. The sub transmission mechanism 5 is maintained in the above-described underdrive state.

In the third speed, the rotation from the input shaft 1 is transmitted to the front sun gear S1 based on the connection of the first clutch C1, and the integrated rear carrier is connected based on the connection of the second clutch C2. The power is transmitted to the CR2 and the front ring gear R1, and the planetary gear unit 9 rotates integrally, and the integrated rotation is output. Therefore, the gear ratio is [1.000]. The auxiliary transmission mechanism 5
Are held in the above-described underdrive state.

In the fourth speed, the rotation of the input shaft 1 is transmitted to the integral rear carrier CR2 and front ring gear R1 based on the connection of the second clutch C2 in the main transmission mechanism 2, and the first brake The rear sun gear S2 is stopped by the locking of B1. In this state, the rotation of the rear carrier CR2 increases in speed based on the stoppage of the rear sun gear S2 and is output to the rear ring gear R2. The gear ratio at this time is [(λ1 / λ2) / {λ1 + (λ1 / λ2)}]. The sub-transmission mechanism is maintained in the above-described underdrive state.

In the fifth speed, the main transmission mechanism 2 is maintained in the above-described fourth speed state, and the auxiliary transmission mechanism 5 releases the third brake B0 and releases the fourth clutch C0. Engaged. In this state, the counter driven gear 12
The rotation input to the ring gear R3 is based on the fact that the sun gear S3 and the carrier CR3 are coupled by the fourth clutch C0, and the planetary gear 11 rotates and outputs integrally. Accordingly, 4 of the main transmission mechanism 2
The speed and the directly connected speed of the subtransmission mechanism 5 (gear ratio = 1.00
0) together with the automatic transmission A as a whole, the fifth speed, which is the highest speed, is obtained.

In the reverse (REV) stage, in the main transmission mechanism 2, the rotation of the input shaft 1 is transmitted to the rear sun gear S2 based on the connection of the third clutch C3, and the second brake B2 is locked. , The rear carrier CR2 is stopped. In this state, the rotation of the rear sun gear S2 is output from the rear ring gear R2 as reverse rotation based on the stop of the rear carrier CR2. The gear ratio at this time is
[(Λ1 / λ2) / λ1]. In addition, the sub-transmission mechanism unit 5 controls the sun gear S3 based on the engagement of the third brake B0.
Is stopped and in an underdrive state.

The 4-5 shift, which is a shift at a high speed, is performed by switching the sub-transmission mechanism 5 to the underdrive and direct connection states as described above, but the carrier CR3 is integrated. Two-stage pinion P3
As shown in FIG. 4, the small-diameter pinion P3 meshes with the ring gear R3, so that the ring gear R3 does not have a large diameter and has a large number of teeth (for example, Z).
It is possible to obtain R3 = 98), while holding the shaft diameter D ₁ of the counter shaft 3 of the small-diameter pinion P3 moiety in diameter, and meshes with the large-diameter pinion P4 to the sun gear S3,
It is possible to reduce the number of teeth of the sun gear S3 (for example, ZS3 = 27). Therefore, even if the number of teeth of the small diameter pinion P3 and the number of teeth of the large diameter pinion P4 are the same (for example, ZP = 2)
3), the ratio of the number of teeth between the sun gear and the ring gear λ (= ZS3 / Z
R1) can be made smaller, and the gear ratio step can be made smaller than in the case of the single-stage pinion shown in the prior art.
As an example, in the case of the prior art, λ = 0.3846, and the gear ratio in the underdrive is 1.385, but by adopting the two-stage pinion described above, λ = 0.3846.
0.2756, which makes it possible to set the gear ratio in the underdrive to 1.275.

By changing the number of teeth of the two-stage pinions P3 and P4, the degree of freedom in designing the gear ratio step of the subtransmission mechanism 5 can be further increased. That is, the number of teeth of the small diameter pinion P3 and the number of teeth of the large diameter pinion P4 are the same [(Z
P3 / ZP4) = 1], the gear ratio step in the underdrive is a gear ratio λ (= ZS3 / ZR) between the number of teeth ZS3 of the sun gear S3 and the number of teeth ZR3 of the ring gear R3.
4) alone, the predetermined value (1 + λ) is determined. However, if the number of teeth of the two-stage pinions P3 and P4 is changed, a value (1 + λ) multiplied by a factor of the tooth ratio of these pinions λp (= ZP3 / ZP4) .Lambda.p). Therefore, by making the number of teeth ZP3 of the small-diameter pinion smaller than the number of teeth ZP4 of the large-diameter pinion (ZP3 <ZP4), the gear ratio step (gear ratio step in the 4-5 shift) can be further reduced.

Next, the structure of the subtransmission mechanism 5 will be described in detail with reference to FIG. The sub-transmission mechanism 5 for the underdrive is provided on the counter shaft (second shaft) 3 from the front side to the rear side (the side closer to the engine is the front side, and the opposite side is the rear side). Output gear 17, which is also an output unit, a counter driven gear 12, which is also an input unit, a planetary gear 11, a shift operation unit 75 for switching the planetary gear, specifically, a fourth clutch C0 and a third brake B0, a second brake One-way clutches F0 are arranged in order.

[0059] counter shaft 3, integral case 25a the both end portions, respectively, 25b roller bearings 47 are supported via a needle bearing 46, the large diameter portion 3b of relatively large diameter D ₂ is forward portion configured Te, small-diameter portion 3c of relatively small diameter D ₃ is the rear portion
It consists of. The large-diameter portion 3b includes an output gear 1
7 and the parking gear 67 are spline-engaged, and the inner race of a tabbed roller bearing 49 for supporting the counter driven gear 12 is supported. These are gears 17, 67, an inner race and thrust bearing 74, and a roller bearing. 47 is held between the annular plate-shaped bulging flange 3a and a nut 76 screwed to a threaded portion at the tip of the counter shaft.

A sun gear S3 and an annular cup-shaped drum member 51 integral with the sun gear S3 are arranged at the small diameter portion 3c of the counter shaft. The drum member 51 has an inner diameter portion (axially extending portion) 5 extending axially integrally with the sun gear S3.
1b, a bottom portion 51c serving as a cylinder of the fourth clutch C0 hydraulic servo 53, and an outer diameter portion 51d extending in the axial direction.
And a collar portion 51a for the second one-way clutch F0
The outer diameter portion 51d has an inner peripheral surface on which the outer friction plate of the fourth clutch C0 is engaged, and an outer peripheral surface thereof serving as a third brake B3 brake drum including a band brake. And constitutes a shift operation section 75 of the planetary gear 11.

The intermediate portion of the counter shaft 3 located between the large-diameter portion 3b and the small-diameter portion 3c is, as described above, an annular-plate-shaped flange 3c bulging in the outer diameter direction. The enlarged diameter portion 3 adjacent to the small diameter portion 3c side of the flange portion and having a diameter D ₁ (D ₁ > D ₂ > D ₃ >) larger than the diameter D _{2 of the} large diameter portion 3b.
and d. The pinion shaft 71 is supported by the flange 3a over the support member 70, and constitutes the carrier CR3. On the pinion shaft 71, a stepped pinion composed of a small-diameter pinion P3 and a large-diameter pinion P4 integrally formed side by side in the axial direction is rotatably supported via a needle bearing 83, and the small-diameter pinion P3 is The large-diameter pinion P4 meshes with the sun gear S3 located at the small-diameter portion 3c, which is located on the side of the flange portion 3a and faces the enlarged-diameter portion 3d.

An axially extending clutch hub 52 is provided at the bottom of the support member 70 constituting the carrier CR3.
Is fixed, and the inner friction plate for the fourth clutch C0 is engaged with the hub. Since the pinion has a step formed of a small-diameter pinion P3 and a large-diameter pinion P4, the pinion shaft 71 is disposed on the outer diameter side as compared with the one using a single-stage pinion shown in the prior art. In this connection, the clutch hub 52 is disposed on the inner diameter side of the pinion shaft 71. Also,
On the inner diameter side of the clutch hub 52, the hydraulic servo 53
A return spring 79 of the piston is disposed.

On the other hand, a lubricating oil passage 80 is formed in the center of the counter shaft 3 so as to penetrate therethrough. A front end of the passage 80 communicates with a lubricating supply passage 81 provided in the housing 25a, and the other end thereof is connected. It is closed by a cap 82. Further, the oil passage 80 is provided with a number of lateral holes a, b, c, d, h, and i extending in the axial direction to supply lubricating oil to each lubricating point.

Further, a plurality of horizontal holes j, k, and l are formed in the drum member inner diameter portion 51b integrally formed with the sun gear S3 so as to penetrate in the radial direction. Forward side hole j
Is open at the end of the tooth portion of the sun gear S, and the intermediate lateral hole k is
The opening 1 is formed in the annular groove m necessary for forming the sun gear, and the lateral hole 1 on the rear side is opened toward the return spring 79 and the fourth clutch C4.

On the other hand, a lubricating oil hole 81 is formed in the support member 70 constituting the carrier CR3 so as to penetrate in the radial direction, and the oil hole 81 has an inner diameter side formed in the inner peripheral surface of the support member. And the outer diameter side end is closed by a plug. Further, a lubricating oil hole 82 is formed in the center portion of the pinion shaft 71 so as to penetrate in the axial direction. The oil hole 82 has a front end closed by a cap and a rear end thereof. Communicates with the oil hole 81, and a horizontal hole q is formed from the oil hole 82 toward the pinion supporting needle bearing 83 and the planetary washer on the front side. As shown in the enlarged portion of FIG. 4, the front end of the lubricating oil receiving groove p and the rear end of the sun gear S3 overlap in the longitudinal direction (the plane in the drawing) by a predetermined amount t in the axial direction. I have.

The strength of the countershaft 3 is increased by quenching, and the annular plate-shaped flange 3a constituting the carrier CR3 is made of a solid body having no oil hole formed therein. In addition to increasing the strength of the flange, it is also possible to prevent a decrease in productivity due to formation of oil holes in the flange portion after quenching.

Based on the above configuration, the driving torque input from the counter drive gear 10 of the main transmission mechanism 2 to the counter driven gear 12 of the sub transmission mechanism 5 is transmitted from the carrier CR 3 via the planetary gear 11 to the counter shaft 3. And output from the output gear 17. At this time, the driving torque from the carrier CR3 is
The transmission torque is transmitted to the output gear 50 via the flange portion 3a and the large diameter portion 3b, and the driving torque is not carried by the small diameter portion 3c of the counter shaft. Can be transmitted at

The large driving torque from the counter driven gear 12 acts as a bending moment load near the front center of the counter shaft 3, but has a counter-supported structure in which both ends are supported by bearings 47 and 46. shaft 3 is adapted that substantially central portion with the largest bulge 3d diameter D _1, has a strong structure with respect to the bending moment.

Therefore, although the portion of the counter shaft 3 that supports the sun gear S3 meshing with the large-diameter pinion P4 is a small-diameter portion 3c, the counter shaft 3 can maintain a large strength.
Further, based on the small diameter portion 3c, the above-described stepped pinion P
3, While using P4, compactness in the radial direction can be maintained. Further, the small diameter portion 3c of the counter shaft
And the drum member 51 of the operation portion is configured such that the inner peripheral side of the outer diameter portion 51d is the fourth clutch C
The outer peripheral surface of the third
Since it is used as the drum for the brake B0, the structure can be shortened in the axial direction, and the two-stage pinions P3, P4
Irrespective of the adoption, the compactness in the axial direction can be maintained.

The lubricating oil from the lubricating oil passage 80 of the counter shaft 3 is discharged in the outer diameter direction through the horizontal hole f and the horizontal holes k and j of the drum member inner diameter portion 51b. The released lubricating oil is received in an annular concave groove p provided on the inner peripheral surface of the carrier support member 70, and further through the oil holes 81 and 82 due to centrifugal force or the like based on the rotation of the carrier CR3, thereby supporting the pinion. To the needle bearing 83 for use. At this time, part of the lubricating oil from the lateral holes k and j is supplied to the sun gear S3.
Due to the centrifugal force due to the rotation of the gear, the teeth are scattered in the radial direction from the rear end portion thereof, but the rear end portion of the sun gear S3 partially overlaps the front end portion of the annular groove p (t). ), The scattered lubricating oil is reliably received in the concave groove p by being transmitted along the gear end face and guided to the oil passage 81.

The present invention is not limited to the above-described five-speed automatic transmission A, but can be applied to a sub-transmission mechanism of another automatic transmission. For example, Japanese Patent Application Laid-Open No.
No. 79328 discloses a 4-speed automatic transmission, that is, an automatic transmission having a main transmission mechanism unit including a gear train, in which the second clutch C2 of the 5-speed automatic transmission is omitted. The present invention can be similarly applied to an auxiliary transmission mechanism similar to the above-described embodiment.

The present invention is also applicable to a four-speed automatic transmission A 'having a known main transmission mechanism 2' as shown in FIG. That is, the automatic transmission A 'includes a main transmission mechanism 2' having a Simpson-type gear train and an underdrive-type auxiliary transmission mechanism 5 ', and a counter drive gear 10 disposed at a rear end thereof and a counter. Driven gear 1
It works in conjunction with 2. In the subtransmission mechanism 5 ', a counter driven gear 12 is connected to the rear end of the counter shaft 3, and a ring gear R3 is connected to a front portion thereof. The carrier CR3 supports a stepped pinion including a large-diameter pinion P3 and a small-diameter pinion P4. The large-diameter pinion P3 is connected to the ring gear R3, and the small-diameter pinion P4 is connected to the sun gear S3. The sub-transmission mechanism section 2 'also controls the 3-4 speed change, which is the high speed stage.

Further, Japanese Patent Application Laid-Open No.
A planetary gear having a similar stepped pinion can be applied to the auxiliary transmission mechanism in the five-speed automatic transmission disclosed in Japanese Patent Application Laid-Open No. 0-299843.

In the above-described embodiment, the auxiliary transmission mechanism is described as an underdrive type, that is, a transmission mechanism for switching between an underdrive state and a direct connection state. However, an overdrive type transmission mechanism, that is, the input member 12 is connected to the carrier. While connecting the ring gear to the output member 17,
The present invention can be similarly applied to a system in which a sun gear and a carrier are connected by a clutch to form an integral rotation to obtain a direct connection state, and a one-way clutch or a brake locks the sun gear to obtain an overdrive.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a longitudinal sectional view thereof.

3 (a) is a speed diagram of a fourth speed portion as a main speed change mechanism, and FIG. 3 (b) is a speed diagram of a U / D portion as a sub speed change mechanism.

FIG. 4 is an enlarged vertical sectional view showing a subtransmission mechanism.

FIG. 5 is a skeleton diagram showing another automatic transmission to which the present invention is applied.

FIG. 6 is a skeleton diagram showing an automatic transmission according to a conventional technique.

FIG. 7 is an operation table of an automatic transmission according to a conventional technique common to the embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 1st axis (input shaft) 2, 2 'Main transmission mechanism part 3 2nd axis (counter axis) 3a Annular plate-shaped flange part 3b Large diameter part 3c Small diameter part 3d Expansion part 5 Subtransmission mechanism part 6 One of (Front) planetary gear 7 the other (rear) planetary gear 9 planetary gear unit 10 output section (counter drive gear) 11 planetary gear 12 input member (counter driven gear) 17 output member (output gear) 51, 1d drum member (outer diameter member) 51b sun gear Integral member (inner diameter member) 70 Support member 71 Pinion shaft 75 Transmission operation part 81, 82 Lubricating oil hole A, A 'Automatic transmission S3 Sun gear R3 Ring gear CR3 Carrier P3 Small diameter pinion P4 Large diameter pinion C0 (Fourth) clutch B0, F0 Locking means (third brake, second one-way clutch) k , L Side hole p Receiving groove (annular groove)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Youichi Hayakawa 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Keizo Kobayashi 10 Takane, Fujii-cho, Anjo, Aichi Prefecture Aishi Inside AW Co., Ltd. (72) Inventor Kazuhisa Ozaki 10 Takane, Fujii-cho, Anjo-city, Aichi Prefecture Inside Aisin-AW Co., Ltd. (72) Takeo Kano, 10 Takane Fujii-cho, Anjo-shi, Aichi Inside Aisin AW Co., Ltd. (72) Inventor Mikio Iwase, 10 Takane, Fujiimachi, Anjo City, Aichi Prefecture Inside Aisin AW Co., Ltd. Ishin AW Co., Ltd. (72) Inventor Yoshihiro Iijima 1 Toyota Town, Toyota City, Aichi Prefecture Inside Yota Motor Corporation (72) Inventor Koichi Tanaka 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Noriyuki Takahashi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F Terms (reference) 3J028 EA25 EB07 EB13 EB25 EB31 EB33 EB35 EB37 EB54 EB62 EB66 FA01 FA06 FA52 FA53 FB06 FC13 FC16 FC20 FC25 FC63 FD17 GA01

Claims (8)

[Claims] 1. A main transmission mechanism is disposed on a first shaft, and a sub transmission mechanism is disposed on a second shaft parallel to the first shaft. The sub transmission mechanism includes a sun gear, a ring gear, A carrier that supports a pinion that meshes with the sun gear and the ring gear, and wherein one of the three rotating elements of the sun gear, the ring gear and the carrier is provided at an output portion of the main transmission mechanism. A state in which the other one is connected to the input member to be connected, the other one is connected to the output member of the auxiliary transmission mechanism, and the other one is locked, and a state in which any two of the three are connected Wherein the pinion supported by the carrier comprises a stepped pinion having a small-diameter pinion and a large-diameter pinion, wherein the small-diameter pinion and the large-diameter One of anions to the ring gear and respectively in mesh with the sun gear and the other, automatic transmission, characterized in that. 2. The sub-transmission mechanism section connects the ring gear to the input member, connects the carrier to the output member, and locks the sun gear to bring the ring gear into an underdrive state. A direct connection state by connecting any two of the sun gear and the carrier, the small diameter pinion is arranged on the input side of the planetary gear and meshed with the ring gear, and the large diameter pinion is meshed with the sun gear. The automatic transmission according to claim 1. 3. The input member is disposed adjacent to a front side of the planetary gear, and the carrier is connected to the second shaft between the input member and the carrier, and a locking unit that locks the sun gear. And the ring gear,
3. The automatic transmission according to claim 2, wherein a shift operation unit having a clutch that connects any two of the sun gear and the carrier is disposed on a rear side of the planetary gear. 4. 4. The second shaft is rotatably supported at both ends thereof, and a portion where the sun gear and the operating portion are disposed is a small diameter portion, and a portion facing the small diameter pinion is a small diameter portion. The automatic transmission according to claim 3, wherein the automatic transmission is a bulged portion having a larger diameter than the portion. 5. The carrier has an annular plate-shaped flange formed integrally with the second shaft and bulging in the outer diameter direction, a support member fixed to the flange, and a flange. And a pinion shaft supported across the support member, wherein the support member has a lubricating oil hole extending in a radial direction, and communicates with the lubricating oil hole on an inner peripheral surface of the support member. 5. A receiving groove is formed, and lubricating oil is discharged toward the receiving groove from a lateral hole formed in an integral member with the sun gear disposed on the second shaft. 6. Automatic transmission. 6. The automatic transmission according to claim 5, wherein the teeth of the sun gear and the receiving groove are arranged so as to partially overlap each other in the axial direction. 7. The speed change operation portion has a drum member, an outer friction plate of the clutch is engaged with an inner peripheral surface of the drum member, and the outer peripheral surface of the drum member is engaged with the locking means. 4. The automatic transmission according to claim 3, wherein the automatic transmission is used as a brake drum of a band brake to be configured. 8. The two-stage speed change by the auxiliary speed change mechanism is
The automatic transmission according to any one of claims 1 to 7, wherein the automatic transmission is a shift between a highest speed and a shift speed one step lower by the shift.