JP2016098849A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic transmission capable of achieving eight or more forward shift stages by applying four sets of planetary gears and six engagement elements.SOLUTION: In an automatic transmission, a first rotary member M1 is constituted by connecting a first carrier PC1 and a second ring gear R2, a second rotary member M2 is constituted by connecting a first ring gear R1 and a third carrier PC3, a third rotary member M3 is constituted by connecting a second carrier PC2 and a third ring gear R3, a forth rotary member M4 is constituted by connecting a second sun gear S2 and a forth carrier PC4, an input shaft Input is constantly connected to a forth ring gear R4, an output shaft Output is constantly connected to the second rotary member M2, and at least eight forward shift stages and one backward shift stage can be achieved by combination of simultaneous engagements of three of six engagement elements.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a stepped automatic transmission applied as a transmission of a vehicle.

  Conventionally, as an automatic transmission that achieves eight forward speeds and one reverse speed using a plurality of engagement elements such as four planetary gear sets, four clutches, two brakes, and one one-way clutch, for example, Patent Document 1 The technique described in is known.

JP 2003-130152 A

  In general, a clutch has a lower layout flexibility than a brake. Since patent document 1 has four clutches, there existed a problem of causing the enlargement of an automatic transmission and the raise of manufacturing cost.

  An object of the present invention is to provide an automatic transmission that can achieve eight forward speeds and one reverse speed while suppressing the number of clutches.

  To achieve the above object, in an automatic transmission according to the present invention, a first sun gear, a first carrier supporting a first pinion that meshes with the first sun gear, and a first carrier that meshes with the first pinion. A first planetary gear comprising a ring gear, a second sun gear, a second carrier supporting a second pinion meshing with the second sun gear, and a second ring gear meshing with the second pinion A second planetary gear comprising: a third sun gear; a third carrier that supports a third pinion that meshes with the third sun gear; and a third ring gear that meshes with the third pinion. A fourth planetary gear comprising three planetary gears, a fourth sun gear, a fourth carrier supporting a fourth pinion meshing with the fourth sun gear, and a fourth ring gear meshing with the fourth pinion. tooth And six engaging elements, and by appropriately fastening and releasing the six engaging elements, the gears from the input shaft can be output to the output shaft by shifting to at least eight forward speeds or more. In the automatic transmission, the first carrier and the second ring gear are connected to form a first rotating member, and the first ring gear and the third carrier are connected to each other. The second rotating member is configured, and the second carrier and the third ring gear are connected to form a third rotating member, and the second sun gear, the fourth carrier, Are connected to form a fourth rotating member, and the six engaging elements are first engaging elements for selectively connecting the first sun gear and the fourth rotating member. And between the first sun gear and the fourth sun gear. A second engagement element to be connected to each other, a third engagement element to selectively connect between the input shaft and the third rotation member, and the first rotation member to the transmission case. A fourth engagement element that selectively fixes, a fifth engagement element that selectively fixes the third sun gear to the transmission case, and a fourth sun gear that selectively fixes the fourth sun gear to the transmission case The input shaft is always connected to the fourth ring gear, the output shaft is always connected to the second rotating member, and the six engagement elements It is characterized in that at least eight forward shift stages and one reverse shift stage are achieved by a combination of three simultaneous engagements among the combined elements.

  Therefore, in the automatic transmission according to the present invention, the number of clutches in the engagement element can be suppressed, and it is possible to achieve the eighth forward speed and the first reverse speed while avoiding an increase in the size of the automatic transmission and an increase in manufacturing cost. An automatic transmission can be provided.

1 is a skeleton diagram illustrating an automatic transmission according to a first embodiment. It is a figure which shows the coupling | bonding table | surface of the engagement element in the automatic transmission of Example 1. FIG. 2 is an interstage ratio graph showing a change in interstage ratio in Example 1. FIG. It is a figure showing the relationship between the rotation speed of the automatic transmission of Example 1, and load. It is a figure showing the relationship between the rotation speed of the automatic transmission of Example 1, and load. It is the skeleton figure which changed the automatic transmission of Example 1 for FF vehicles.

  Hereinafter, a mode for realizing a speed change mechanism of a stepped automatic transmission according to the present invention will be described based on an embodiment shown in the drawings. First, the configuration will be described. FIG. 1 is a skeleton diagram showing a transmission mechanism of a stepped automatic transmission according to a first embodiment, and FIG. 2 is a coupling table of engaging elements in the automatic transmission according to the first embodiment. In addition, although the engagement element of Example 1 employ | adopts friction engagement elements, such as a multi-plate clutch, you may employ | adopt a meshing engagement element.

  As shown in FIG. 1, the automatic transmission according to the first embodiment includes a first planetary gear set PG1, a second planetary gear set PG2, and a third planetary gear set that are four planetary gear sets of a single pinion type as a gear train. PG3 and a fourth planetary gear set PG4 are provided. The first planetary gear set PG1 includes a first sun gear S1, a first ring gear R1, and a first pinion P1 that meshes with the first sun gear S1 and the first ring gear R1. The second planetary gear set PG2 includes a second sun gear S2, a second ring gear R2, and a second pinion P2 that meshes with the second sun gear S2 and the second ring gear R2. The third planetary gear set PG3 includes a third sun gear S3, a third ring gear R3, and a third pinion P3 that meshes with the third sun gear S3 and the third ring gear R3. The fourth planetary gear set PG4 includes a fourth sun gear S4, a fourth ring gear R4, and a fourth pinion P4 that meshes with the fourth sun gear S4 and the fourth ring gear R4. The first, second, third and fourth pinions P1, P2, P3, and P4 are rotatably supported with respect to the first, second, third, and fourth carriers PC1, PC2, PC3, and PC4, respectively. Yes.

  The first carrier PC1 and the second ring gear R2 are connected by a first rotating member M1. The first ring gear R1 and the third carrier PC3 are connected by a second rotating member M2. The second carrier PC2 and the third ring gear R3 are connected by a third rotating member M3. The second sun gear S2 and the fourth carrier PC4 are connected by a fourth rotating member M4. The input shaft Input is always connected to the fourth ring gear R4. The output shaft Output is always connected to the third pinion carrier PC3 connected to the second rotating member M2.

The automatic transmission includes three clutches, first, second, and third engagement elements A, B, and C, and three brakes, fourth, fifth, and sixth engagement elements D, E, and F. And are provided. The first engagement element A selectively connects the first sun gear S1 and the fourth rotation member M4. The second engagement element B selectively connects the first sun gear S1 and the fourth sun gear S4. The third engagement element C selectively connects the input shaft Input and the third rotation member M3. The fourth engagement element D selectively fixes the first carrier PC1 connected to the first rotation member M1 to the transmission case HS. The fourth engagement element D only needs to be able to selectively fix the rotation of the first rotation member M1 to the transmission case HS, and may be configured to fix the second ring gear R2.
The fifth engagement element E selectively fixes the third sun gear S3 to the transmission case HS. The sixth engagement element F selectively fixes the fourth sun gear S4 to the transmission case HS.

  The output shaft Output is provided with an output gear and the like, and the rotational driving force is transmitted to the drive wheels via a differential gear and a drive shaft (not shown). In the case of the first embodiment, the output shaft Output is not blocked by the transmission case HS or the like, and is applicable to an FR vehicle.

  The relationship of coupling (fastening) of the engaging elements at each gear stage will be described with reference to the coupling table of FIG. 2 (shift control means). In the table, a circle indicates fastening and a blank indicates release.

  First, the time of advance will be described. The reverse speed is achieved by fastening the first engagement element A, the fourth engagement element D, and the sixth engagement element F. The first speed is achieved by fastening the fourth engagement element D, the fifth engagement element E, and the sixth engagement element F. The second speed is achieved by fastening the second engagement element B, the fifth engagement element E, and the sixth engagement element F. The third speed is achieved by fastening the first engagement element A, the fifth engagement element E, and the sixth engagement element F. The fourth speed is achieved by fastening the first engagement element A, the second engagement element B, and the fifth engagement element E. The fifth speed is achieved by fastening the first engagement element A, the third engagement element C, and the fifth engagement element E. The sixth speed is achieved by fastening the first engagement element A, the second engagement element B, and the third engagement element C. The seventh speed is achieved by fastening the first engagement element A, the third engagement element C, and the sixth engagement element F. The eighth speed is achieved by fastening the second engagement element B, the third engagement element C, and the sixth engagement element F.

[Effect of Example 1]
・ Effects based on the number of engagement elements engaged Since the speed is achieved by simultaneously engaging the three engagement elements, the ratio of the released engagement elements in all the engagement elements is low, and traveling It is possible to reduce the drag torque inside and improve fuel efficiency.

・ Effects of the entire skeleton In the first embodiment, an automatic transmission with 8 forward speeds and 1 reverse speed capable of securing an appropriate reduction ratio is realized, although it is a simple and small component of 4 sets of simple planets and 6 engaging elements. The automatic transmission can be miniaturized.

・ Effects of using 4 simple planetary sets By using 4 simple planetary sets, it is possible to suppress the deterioration of gear noise compared to using double pinions, and it is not necessary to reduce the pinion diameter. Deterioration of durability can be suppressed.

・ Effect based on the number of switching of engaging elements at the time of shifting (i) Temporarily releasing one or more engaging elements and fastening two or more engaging elements at the time of shifting, or two or more engaging elements When the joint element is released and one or more engagement elements are fastened, the timing of tightening / releasing the engagement elements and the control of torque become complicated. Therefore, from the viewpoint of avoiding complicated shift control, it is preferable to release one engagement element and fasten one engagement element. This is prevention of so-called double change. In the first embodiment, the shift is performed with the fifth engagement element E and the sixth engagement element F being fastened from the first forward speed to the third forward speed, and from the third forward speed to the fifth forward speed, Shifting is performed with the first engagement element A and the fifth engagement element E still engaged, and the first engagement element A and the third engagement element C remain engaged from the fifth forward speed to the seventh forward speed. The shift is performed with the second engagement element B and the fifth engagement element E being fastened from the fifth forward speed to the sixth forward speed, and from the seventh forward speed to the eighth forward speed. The gear shift is performed with the third engagement element C and the sixth engagement element F still engaged. That is, the shift from the first forward speed to the eighth forward speed can be achieved by a change gear shift in which one engagement element is released and one engagement element is fastened. Therefore, complication of control at the time of shifting can be avoided.
(Ii) In a multi-stage automatic transmission, there is a case where it is desired to shift to the next shift stage without passing through the next shift stage (hereinafter, this shift is referred to as a jump shift). For example, the speed is shifted from the fifth speed to the third speed, which is the next gear stage, without going through the fourth speed, which is the next gear stage. As a result, the control is complicated and the time during which the power transmission is limited due to the continuous shift is shortened. In the first embodiment, the jumping shift from all the shift stages can be achieved by the switching shift as in the case (i).

-Effect based on the viewpoint of the number of engagement elements As for the number of engagement elements in Example 1, the 4th engagement element D, the 5th engagement element E, and the 6th engagement element F are made into the brake. Generally, since the brake is provided in the transmission case HS, the brake can be disposed on the outer periphery of the ring gear. Therefore, the engagement element can be arranged without extending the overall length of the stepped automatic transmission. On the other hand, when the clutch is arranged on the outer periphery of the ring gear, it is difficult to supply hydraulic pressure and it is necessary to provide a centrifugal canceling mechanism, which may lead to a complicated structure and an increase in the total length. In the automatic transmission of the first embodiment, by suppressing the number of clutches and providing a large number of brakes, it is possible to suppress an increase in the number of seal rings and the centrifugal canceling mechanism as compared with the case where the number of clutches is large. An increase in the number of parts and axial dimensions can be suppressed while improving fuel efficiency.

・ Effects based on forward ratio coverage Forward ratio coverage (gear ratio width) means the lowest gear ratio / highest gear ratio, and the larger the value, the greater the value at each forward gear. It can be said that the gear ratio setting freedom is increased. In the first embodiment, for example, the reduction ratio of the first forward speed can be set to 6.134, the reduction ratio of the eighth forward speed can be set to 0.681, and the 1-8 speed ratio coverage is 9.013, which is sufficient. Shio coverage can be secured. Therefore, for example, it is also useful as a transmission of a vehicle in which a diesel engine having a narrower engine speed range as a power source than a gasoline engine and having a low torque when compared with the same displacement is used as a power source.

  Further, if the gear ratio on the low speed side is large for the ratio coverage, the torque transmitted to the final gear becomes large. For this reason, the strength of the automatic transmission and the propeller shaft is required, and the entire vehicle becomes large. That is, if the ratio coverage is the same, it is preferable that the minimum speed gear ratio is not so large. The automatic transmission according to the first embodiment can ensure a sufficient ratio coverage without increasing the gear ratio of the lowest gear stage so much.

Effect based on the 1-R ratio The ratio of the speed ratio of the first reverse speed and the speed ratio of the first forward speed (speed ratio of the first reverse speed / speed ratio of the first forward speed: hereinafter referred to as “1-R ratio”) For example, the reduction ratio of the first forward speed can be set to 6.134, and the reduction ratio of the reverse speed can be set to 4.733. In this case, since the 1-R ratio is 0.772, there is no difference in the acceleration feeling of the vehicle with respect to the depression and depression of the accelerator pedal when the vehicle is moving forward and when the vehicle is moving backward, and the problem that the drivability deteriorates can be avoided. it can.

  Here, the 1-R ratio will be described supplementarily. When the 1-R ratio cannot be set to an appropriate value, for example, when the 1-R ratio becomes a small value, the output torque with respect to the accelerator opening greatly differs between the first forward speed and the first reverse speed. If the vehicle's feeling of acceleration with respect to depression or depression of the accelerator pedal differs greatly between forward and reverse, the first forward speed and the first reverse speed are common in that they are used when the vehicle starts. There is a problem of getting worse. From this point of view, it was introduced as one of the drivability indicators.

・ Effects based on the gear ratio The speed of the automatic transmission is accompanied by a change in engine sound when shifting from start to start. Therefore, it is important to match the feeling of acceleration and shift timing with the driver's sensitivity. The At this time, the inter-stage ratio, which is a value obtained by dividing the reduction ratio of the n-th speed stage by the reduction ratio of the (n + 1) -th speed stage, is a downward slope, and the inter-stage ratio greatly changes on the low speed stage side, resulting in a high speed change. It is desirable that the interstage ratio changes gently on the stage side. FIG. 3 is an interstage ratio graph showing changes in the interstage ratio of the first embodiment. As shown in FIG. 3, in the automatic transmission according to the first embodiment, the interstage ratio changes to a lower right, and the interstage ratio changes greatly from the first speed to the fifth speed. At high speed, the change in the interstage ratio is gradual. Therefore, the driver does not feel uncomfortable.

The effect based on the relationship between the rotation speed of the rotation element and the load The automatic transmission has a plurality of rotation elements, and the rotation speed of each rotation element changes for each gear stage. At this time, if there is a rotating element that rotates excessively with respect to the input rotational speed, durability and sound vibration performance are deteriorated. Therefore, excessive rotation in which the rotational speed increases excessively with respect to the input rotational speed should be avoided. However, even if the rotational speed is higher than the input rotational speed, the effect is small on the high gear stage side where the engine rotational speed is considered not to increase so much. If no load is applied to the rotating element, there is no problem. 4 and 5 are diagrams illustrating the relationship between the rotation speed and the load of the automatic transmission according to the first embodiment. In the automatic transmission according to the first embodiment, there are rotating elements that slightly overspeed at the fifth speed, the seventh speed, and the eighth speed. Fig.4 (a) is a figure showing the rotation speed of each rotation element in the 5th speed. At this time, the fourth sun gear S4 is slightly rotated at a high speed. FIG. 4B is a diagram showing the load for each gear position acting on the fourth sun gear S4. As shown in FIG. 4B, no load is applied to the fourth sun gear S4 at the fifth speed. Therefore, there is no problem even if the fourth sun gear S4 is at a high speed at the fifth speed.

  Similarly, FIG. 5 (a) is a diagram showing the number of rotations of each rotating element at the seventh speed, FIG. 5 (b) is a diagram showing the number of rotations of each rotating element at the eighth speed, and FIG. 5 (c). These are figures showing the load for every gear stage which acts on 3rd sun gear S3. At the seventh speed and the eighth speed, the third sun gear S3 is over-rotated. However, as shown in FIG. 5C, no load is applied to the third sun gear S3 at the seventh speed and the eighth speed. Therefore, there is no problem even if the third sun gear S3 rotates at a high speed at the seventh speed and the eighth speed.

-Effects based on load-dependent efficiency The gear meshing loss is considered to be roughly proportional to the load on the gear and the differential rotation speed. Generally, the meshing loss of the external gear is set to about 1%, and the internal gear is set to about 0.43% because of high efficiency. Therefore, in a certain planetary gear, the engagement loss of the external gear is multiplied by the product of the differential rotation between the sun gear and the carrier and the torque sharing ratio of the sun gear, which are generated when the rotating elements mesh when the input shaft Input makes one rotation. The first loss is calculated, the second loss is calculated by multiplying the product of the differential rotation between the ring gear and the carrier and the torque sharing ratio of the ring gear by the meshing loss of the internal gear, and calculating the second loss. The sum of the loss is defined as a loss of a planetary gear. This calculation is performed for all the planetary gears in all the forward gears. Then, all the losses calculated for each gear stage and each planetary gear are summed to define a load-dependent loss. And what subtracted load dependence loss from 100% is defined as load dependence efficiency. In the automatic transmission according to the first embodiment, the load dependent efficiency is 99% or more, and an extremely efficient automatic transmission can be provided.

-Effect based on layout freedom degree FIG. 6 is a skeleton diagram in which the automatic transmission according to the first embodiment is modified for an FF vehicle. Since the automatic transmission according to the first embodiment is an automatic transmission that can input from one side of the planetary gear set and output from the other side, it is applicable to both front-wheel drive vehicles and rear-wheel drive vehicles. The range of application of the automatic transmission can be widened.

  As described above, the configuration for achieving the eight forward shift speeds has been described in the first embodiment. However, an automatic transmission that achieves a shift speed equal to or lower than the seventh forward speed by appropriately selecting from the eight shift speeds may be used.

PG1 1st planetary gear set S1 1st sun gear R1 1st ring gear P1 1st pinion PC1 1st carrier PG2 2nd planetary gear set S2 2nd sun gear R2 2nd ring gear P2 2nd pinion PC2 2nd carrier PG3 3rd planetary gear set S3 3rd sun gear R3 3rd ring gear P3 3rd pinion PC3 3rd carrier PG4 4th planetary gear set S4 4th sun gear R4 4th ring gear P4 4th pinion PC4 4th carrier Input Input shaft Output Output shaft HS Transmission case A 1st 1 engagement element B 2nd engagement element C 3rd engagement element D 4th engagement element E 5th engagement element F 6th engagement element

Claims (2)

A first planetary gear comprising a first sun gear, a first carrier that supports a first pinion that meshes with the first sun gear, and a first ring gear that meshes with the first pinion;
A second planetary gear comprising a second sun gear, a second carrier that supports a second pinion that meshes with the second sun gear, and a second ring gear that meshes with the second pinion;
A third planetary gear comprising a third sun gear, a third carrier that supports a third pinion that meshes with the third sun gear, and a third ring gear that meshes with the third pinion;
A fourth planetary gear comprising a fourth sun gear, a fourth carrier supporting a fourth pinion meshing with the fourth sun gear, and a fourth ring gear meshing with the fourth pinion;
Six engaging elements;
With
An automatic transmission capable of shifting to at least eight forward shift stages and outputting torque from the input shaft to the output shaft by appropriately fastening and releasing the six engagement elements;
The first carrier and the second ring gear are connected to form a first rotating member;
The first ring gear and the third carrier are connected to form a second rotating member;
The second carrier and the third ring gear are connected to form a third rotating member;
The second sun gear and the fourth carrier are connected to form a fourth rotating member,
The six engaging elements are:
A first engagement element that selectively connects between the first sun gear and the fourth rotating member;
A second engagement element that selectively connects between the first sun gear and the fourth sun gear;
A third engagement element for selectively connecting the input shaft and the third rotating member;
A fourth engagement element for selectively fixing the first rotating member to a transmission case;
A fifth engagement element for selectively fixing the third sun gear to a transmission case;
A sixth engagement element for selectively fixing the fourth sun gear to a transmission case;
Consisting of
The input shaft is always connected to the fourth ring gear,
The output shaft is always connected to the second rotating member;
An automatic transmission characterized in that at least eight forward shift stages and one reverse shift stage are achieved by a combination of three simultaneous engagements among the six engagement elements. The automatic transmission according to claim 1, wherein
The combination of the three simultaneous engagements among the six engagement elements that achieve the at least eight forward speeds is the combination of the fourth engagement element, the fifth engagement element, and the sixth engagement element. Simultaneous fastening, simultaneous fastening of the second engaging element, the fifth engaging element and the sixth engaging element, the first engaging element, the fifth engaging element and the sixth Simultaneous engagement of engagement elements, simultaneous engagement of the first engagement element, the second engagement element and the fifth engagement element, the first engagement element and the third engagement element Simultaneous fastening of the fifth engagement element, simultaneous fastening of the first engagement element, the second engagement element and the third engagement element, the first engagement element and the third A combination of simultaneous engagement of the engagement element and the sixth engagement element, and simultaneous engagement of the second engagement element, the third engagement element, and the sixth engagement element. The combination of the three simultaneous engagements for achieving the reverse speed is the simultaneous engagement of the first engagement element, the fourth engagement element, and the sixth engagement element. Machine.

Images