JPH08200456A - Planet gear type transmission - Google Patents

Abstract

PURPOSE: To reduce a loss by constituting a forward 5-speed shift and reverse 1-speed shift planet gear type transmission of three sets of planetary gears, three brakes and two clutches, and suppressing a rotational speed of all the rotary elements in an overdrive speed change shift. CONSTITUTION: Sun gears S11, S12 of planetary gears G11, G12 are directly connected to an input shaft J1. Pinion gears P11, P12 are connected. A clutch K1 and a brake B1 are connected to a ring gear R11. In an accelerator constituted of a planetary gear G13 and a brake B3, rotation of a rotary member E4 is accelerated and output to an output shaft J2. In an overdrive speed change shift, the clutch K1 is connected to rotate the rotary member E4 integrally with the input shaft together with the planetary gears G11, G12. Accordingly, friction of a tooth surface in the planetary gears G11, G12 and wearing a bearing are stopped.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a planetary gear type transmission used in a multi-stage automatic transmission such as an automobile or a railway vehicle.

[0002]

2. Description of the Related Art An automatic transmission in which a planetary gear type transmission is combined with a torque converter has been put into practical use. The planetary gear type transmission is configured by combining a plurality of sets of planetary gears with a plurality of clutches and brakes, and changing the combination of the on / off of a plurality of clutches and brakes to change the gear ratio (= input speed / output The number of rotations) can be switched in multiple ways. In a planetary gear device, a plurality of pinion gears are arranged between an outer ring gear and a central sun gear, and the plurality of pinion gears are constrained by a pinion carrier to integrally perform a planetary motion. The rotating elements (ring gear, pinion carrier, sun gear) of the planetary gear device and a plurality of fastening elements (clutch and brake) are interconnected in an appropriate combination by a shell structure for carrying torque and a one-way clutch. .

In the early days of planetary gear type transmissions in automatic transmissions, the one having a minimum gear ratio of 1 was the mainstream, but at present, a so-called overdrive stage having a gear ratio of 1 or less is added. . The gear ratio can be switched between the forward 4 to 6 stages and the reverse 1 stage including the overdrive stage. In the overdrive stage, it is possible to drive at high speed while suppressing the engine speed, which reduces engine noise on highways and improves fuel efficiency. But,
At high speeds of 80 to 100 km / hour, the input speed (engine speed) is increased even at the overdrive stage, and the speed of each rotary element of the planetary gear type transmission is increased. When the number of rotations of the rotating element increases, heat generation due to agitation and friction of oil in the automatic transmission becomes remarkable,
The life of the bearing is reduced and the transmission efficiency of the automatic transmission is reduced. At this time, among the plurality of sets of planetary gear device rotating elements, there are also rotating elements that rotate at high speed irrespective of the output due to the fixed connection relationship between the rotating elements. For such a rotating element, it is desired to stop the rotation to suppress unnecessary heat generation and rotation.

Therefore, it has been proposed that a clutch be provided between the two sets of planetary gear units to release the connection relationship at a gear position where wasteful high speed rotation is transmitted. That is, the rotating element that rotates at a higher speed than the output shaft is separated and idled in a no-load state so that the accelerated high-speed rotation does not occur. However, the addition of the clutch configured to be rotatable together with the rotating element complicates the mechanical structure of the planetary gear type transmission and increases the number of parts. In addition, it is necessary to add an oil passage and valve for supplying hydraulic pressure to the clutch.
As a result, the size of the automatic transmission increases, the possibility of failure increases, and the reliability of the entire device is lost. Therefore, at least a "clutch between rotating elements" that leads to an increase in the total number of clutches is not practical.

By the way, in general, a planetary gear type transmission capable of shifting five forward gears and one reverse gear is a combination of three sets of planetary gear trains with three clutches and three brakes. A mechanism (one-way clutch, etc.) for breaking off the engine brake is incorporated in this basic skeleton.
On the other hand, for example, as in the device disclosed in Japanese Unexamined Patent Publication No. 52-149562, a planetary gear type transmission in which one clutch is omitted by directly connecting a rotating element of one planetary gear device to an input shaft. Is also proposed. In this case, the skeleton is a combination of three sets of planetary gear units with two clutches and three brakes. 7 and 8
FIG. 4 is an explanatory diagram of a conventional planetary gear type transmission. In FIG.
(A) shows a skeleton, (b) shows the engagement state of the clutch and the brake in each shift stage. In FIG. 8, (a) shows a nomographic chart for the first to fourth speeds, (b) shows a collinear chart for the fifth speeds to the sixth speeds, and reverse, and (c) shows a connection state of the rotating elements of the planetary gear device. In the following description, the structure of the planetary gear type transmission is shown by a skeleton. In this skeleton, only the connecting elements of the rotating element, the brake, and the clutch of the planetary gear device are taken out and shown in a diagram, and the portion located below the center line of the input / output shaft is omitted. In addition, in practice, only the basic structure for gear shifting is shown with the additional one-way clutch and the like omitted. Based on such a skeleton, the arrangement order of the planetary gear device, the specific structure and arrangement of the clutch and the brake, the arrangement of the oil passage, the structure of the connecting member, etc. are designed. In the following description, the operation of each shift speed of the planetary gear type transmission will be described with reference to the collinear chart. The collinear chart is a diagram showing the interrelationships of the rotational speeds of the rotating elements, the brakes, and the clutches of the planetary gear device, and directly determines the gear ratios and the rotating states of the rotating elements at each gear.

In FIG. 7 (a), three sets of planetary gear units G51, G are arranged on the center line connecting the input shaft J1 and the output shaft J2.
52, G53, three brakes B1, B2, B3, and two clutches K1, K2 are arranged. The planetary gear units G51, G52, and G53 are each a ring gear R5.
1, R52, R53 and sun gear S51, S52, S53
A plurality of pinion gears P51, P52, and P53 are meshed with each other. A plurality of pinion gears P51, P52, P5
3 are pinion carriers C51, C52, C5, respectively.
It is restrained by 3 and rotates together.

The sun gear S51 of the planetary gear unit G51 is directly connected to the input shaft J1. Clutch K1, K on the input shaft J1
Although one side of 2 is connected, it may be considered that the clutches K1 and K2 are arranged between the two sets of planetary gear units G51 and G52. The other one side of the clutch K1 is connected to the sun gear S52 of the planetary gear device G52 and the sun gear S53 of the planetary gear device G53 to form a rotating member M1 that integrally rotates. The other one side of the clutch K2 is connected to the pinion carrier C52 of the planetary gear unit G52, the ring gear R53 of the planetary gear unit G53, and the brake B3 to form a rotating member M3 that integrally rotates. The pinion carrier C53 of the planetary gear unit G53 is
The rotating member M2 is connected to the output shaft J2 and integrally rotates. The pinion carrier C51 of the planetary gear device G51 is a ring gear R52 of the planetary gear device G52.
And a rotating member M4 which is connected to the brake B1 and integrally rotates. The ring gear R51 of the planetary gear device G51 is connected to the brake B2 and constitutes a rotating member M5 that rotates integrally.

In FIG. 7B, 6 forward steps, 1 reverse step,
The combination of the clutches K1 and K2 and the engagement of the brakes B1, B2, and B3 and the gear ratio in the total of seven gears are shown. The gear ratio is the planetary gear unit G51, G52, G5.
The three gear ratios are represented by α1, α2, and α3, respectively. In the rightmost column of the gear ratio, the gear ratios α1, α2,
The numerical values of the gear ratio calculated by substituting α25 for 0.625, 0.425, and 0.375, respectively are shown.

In the first speed, the clutch K1 and the brake B3 are engaged, and the gear ratio becomes 3.67. In the second speed, the clutch K1 and the brake B1 are engaged, and the gear ratio is 2.0.
It becomes 4. In the third speed, the clutch K1 and the brake B2 are engaged, and the gear ratio becomes 1.46. In the fourth speed, the clutch K1 and the clutch K2 are engaged, and the gear ratio is 1.00.
Becomes In sixth gear, clutch K2 and brake B2 are engaged, and the gear ratio becomes 0.72. At the 7th speed, the clutch K2 and the brake B1 are engaged, and the gear ratio becomes 0.61. In reverse, the brakes B2 and B3 are engaged, and the gear ratio becomes -4.05.

The diagrams (a) and (b) of FIG. 8 show the rotation states of the rotating members M1, M2, M3, M4 and M5 in the planetary gear type transmission constructed as shown in (c) by straight lines. ing. As shown in FIG. 7A, the rotating member M1 includes a sun gear S52 of the planetary gear device G52,
The sun gear S53 of the planetary gear unit G53 and the clutch K1 are included. The rotating member M2 includes the pinion carrier C53 of the planetary gear device G53 and the output shaft J2. The rotating member M3 includes a planetary gear unit G52.
The pinion carrier C52, the ring gear R53 of the planetary gear unit G53, the clutch K2, and the brake B3 are included. The rotating member M4 includes the pinion carrier C51 of the planetary gear unit G51, the ring gear R52 of the planetary gear unit G52, and the brake B1. The rotating member M5 includes a ring gear R5 of the planetary gear unit G51.
1 and the brake B2.

In the planetary gear unit G51, when the sun gear S51 is rotated once with respect to the pinion carrier C51, the ring gear R51 is rotated in the direction opposite to the sun gear S51 by α.
1 turn. In the planetary gear unit G52, when the sun gear S52 is rotated once with respect to the pinion carrier C52, the ring gear R52 rotates by α2 in the direction opposite to the sun gear S52. In the planetary gear unit G53, the pinion carrier C53
On the other hand, when the sun gear S53 is rotated once, the ring gear R53 rotates α3 in the direction opposite to the sun gear S53.

As shown in FIG. 8A, in the first speed, the rotation of the input shaft J1 is input through the rotation member M1 while the rotation of the rotation member M4 is locked, so that the rotation member M1 = 1. And the rotation speed corresponding to the intersection of the rotation member M2 and the straight line connecting the rotation member M4 = 0 with the rotation member M2. In the second speed, similarly, the rotation speed corresponding to the intersection of the rotation member M2 and the straight line connecting the rotation member M1 = 1 and the rotation member M3 = 0 is extracted. In the third speed, the rotation of the ring gear R51 is locked by the brake B2, and the rotation of the rotating member M4 is output from the pinion carrier C51 of the planetary gear device G51 in which the sun gear S51 is directly connected to the input shaft J1. Therefore, rotating member M3 = 1 and rotating member M5
The rotation speed corresponding to the intersection of the straight line connecting the rotating member M1 = 1 and the intersection of the rotating member M2 with respect to the intersection of the straight line connecting the rotating member and the rotating member M4 is extracted. In 4th speed, clutch K
1 and K2 are fastened so that the rotation speeds of the rotating members M1 and M3 become equal. As a result, the planetary gear units G52, G
53 is locked and rotates integrally with the input shaft J1, and the rotation speed of the rotating member M2 including the output shaft also becomes equal to that of the input shaft J1.

As shown in FIG. 8B, at the fifth speed, the clutch K2 and the brake B2 are engaged, so that the intersection of the straight line connecting the rotating member M3 = 1 and the rotating member M5 = 0 and the rotating member M2. The rotation speed corresponding to is extracted. This is an overdrive gear stage in which the gear ratio exceeds 1. In sixth gear, clutch K2 and brake B
Since 1 is fastened, the rotational speed corresponding to the intersection of the straight line connecting the rotary member M3 = 1 and the rotary member M4 = 0 and the rotary member M2 is extracted. This is an overdrive gear stage in which the gear ratio is smaller than that in the fifth speed. In reverse, the brakes B2 and B3 are engaged. When the brake B2 is engaged, the rotation speed of the rotating member M4 is determined by the planetary gear unit G51 in which the sun gear S51 is directly connected to the input shaft J1, and this rotation speed and the straight line connecting the rotating member M3 = 0 and the rotation member M2. The rotation speed corresponding to the intersection is extracted.

[0014]

In the planetary gear type transmission shown in FIGS. 7 and 8, the sun gear S51 of the planetary gear unit G51 and the pinion carrier C5 of the planetary gear unit G52.
A clutch K2 is arranged between the two. A clutch K1 is arranged between the sun gear S51 of the planetary gear device G51 and the sun gear S52 of the planetary gear device G52. But,
Neither of the clutches K1 and K2 can suppress the rotational speed of the rotary element in the overdrive gear stage. That is, as shown in (b) of FIG.
In the fifth speed and the sixth speed, the rotation speed of the rotating member M1 increases abnormally. Further, since the rotating member M1 is not in the idling state and the power is transmitted between the planetary gear device G52 and the planetary gear device G53, the sun gear S5 of the planetary gear device G52.
2 and the sun gear S53 of the planetary gear device G53 have a heavy load on the tooth surface and the bearing, generate a large amount of heat, vibration and noise, and also shorten the life of the bearing.

Further, as is clear from the equation of FIG. 6B, in the fifth gear, all three sets of planetary gear units are involved in gear shifting, so that there is no useless rotating element. In the first place, it is impossible to disengage the rotating element with the clutch. Even in 6th gear, two sets of planetary gear units are involved in gear shifting,
The situation is the same because the remaining one set is directly connected to the input shaft. The fact that there are many planetary gear units that are involved in gear shifting at the overdrive gear means that the loss is large due to the friction of the tooth surfaces and bearings, the transmission efficiency of the automatic transmission at the overdrive gear is low, and the heat generation is large. I mean.

It is an object of the present invention to provide a planetary gear type transmission capable of eliminating high-speed rotation of rotating elements in an overdrive gear stage without increasing the total number of clutches and brakes. Further, it is an object of the present invention to provide a planetary gear type transmission in which heat generation, noise, and vibration are suppressed, and the life of the bearing and the reliability of the entire device are improved, without increasing the number of parts and increasing the size of the mechanism. There is.

[0017]

A planetary gear type transmission according to a first aspect of the present invention is a planetary gear type transmission having first, second and third planetary gear units arranged on a rotation axis of an input member. , The rotating element of the first planetary gear device and the rotating element of the second planetary gear device are interconnected to rotate integrally 2
A pair of rotating members, an input member directly connected to at least one rotating element of the first planetary gear set and the second planetary gear set, and rotation of the two sets in the first planetary gear set and the second planetary gear set. A first connecting member that can connect the input member to a rotating element that is not connected to a member or the input member.
A clutch; a first brake capable of locking rotation of the rotary element connected to the first clutch with respect to the housing;
An output member directly connected to a ring gear of the planetary gear device, a rotating element that is not connected to the input member of the first and second planetary gear devices and the first clutch, and a pinion carrier of the third planetary gear device. A second brake capable of locking rotation with respect to the housing, a third brake capable of locking rotation of the sun gear of the third planetary gear device with respect to the housing, and a first planetary gear device and a second planetary gear device. A second clutch capable of connecting the output member to a rotating element that is not connected to the input member, the first brake, or the second brake.

According to a second aspect of the present invention, in the planetary gear type transmission, the two sets of rotating members in the first aspect are integrally formed with the input member, the sun gear of the first planetary gear device, and the sun gear of the second planetary gear device. A first rotating member for rotating the first rotating member, a pinion carrier of the first planetary gear device, and a second rotating member.
The planetary gear device comprises a second rotating member that can integrally rotate the pinion carrier and can be connected to the output member via a second clutch.

According to a third aspect of the present invention, there is provided a planetary gear type transmission in which the two sets of rotary members in the first aspect are the ring gear of the first planetary gear unit, the ring gear of the second planetary gear unit, and the third planetary gear unit. The first rotating member that integrally rotates the pinion carrier, the sun gear of the first planetary gear device, and the pinion carrier of the second planetary gear device can be integrally rotated, and can be connected to the output member via the second clutch. The second rotating member.

[0020]

In the planetary gear type transmission according to the first aspect of the present invention, the rotating element that rotates at a higher speed than the output member is not separated by the clutch, but the rotating element that rotates at a higher speed than the output member at the overdrive gear is eliminated. . Further, instead of separating (or idling) the rotating elements that rotate at high speeds, many of the rotating elements are integrally rotated to positively eliminate the relative rotation between the rotating elements. At the overdrive gear, the first planetary gear unit and the second planetary gear unit are wholly locked and rotate integrally with the input member. The overdrive gear stage is formed substantially only by the third planetary gear unit. (1) The rotating elements of the first planetary gear device and the second planetary gear device are connected by two sets of rotating members, (2) the input member is directly connected to one of the rotating elements unrelated to the two sets of rotating members, (3) Since another unrelated rotating element can be connected to the input member by the first clutch, if the first clutch is engaged, all the rotating elements of the first planetary gear device and the second planetary gear device will rotate relative to each other. It becomes impossible, and the whole is locked and rotates together with the input member. Therefore, in the first planetary gear device and the second planetary gear device, the meshing state of the rotating elements is locked, and the friction between the tooth surfaces does not occur. Further, since the relative rotation of the sun gear and the input member and the rotation of the pinion gear disappear, the rotational load on each bearing is also eliminated.

If the second clutch is engaged while the first clutch is engaged, the same rotation is input to the two rotary elements (sun gear, pinion carrier) of the third planetary gear device, so that the third planetary gear unit is engaged. The gear device also comes into a state of integrally rotating with the meshed state locked. That is, the entire first, second, and third planetary gear devices rotate integrally with the input member, and the rotation speed of the input member becomes the rotation speed of the output member as it is. On the other hand, the state in which the second clutch is released and the third brake is engaged is the overdrive gear stage. The third planetary gear device functions as a speed increaser, and the rotational speed obtained by speeding up the input to the pinion carrier is output from the ring gear. At this time, since the first planetary gear device and the second planetary gear device rotate together with the input shaft at a rotation speed lower than that of the output shaft, there is no rotating element that rotates at a higher speed than the output shaft.

According to the planetary gear type transmission of claim 2,
The first speed is formed only by the planetary gear device. The first planetary gear device in which the ring gear is locked by the first brake functions as a decelerator, and the pinion carrier output obtained by decelerating the sun gear input is transmitted to the output member through the clutch K2.

According to the planetary gear type transmission of claim 3,
The planetary gear unit and the second planetary gear unit cooperate to form the first speed. The first planetary gear device, in which the pinion carrier is locked by the first brake, functions as a decelerator and forms the reverse rotation by reducing the rotation of the output member. This decelerated rotation is returned and input to the ring gear of the second planetary gear device, and the rotation speed of the output member (pinion carrier) is reduced by one stage as compared with the second speed in which the ring gear is locked.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A planetary gear type transmission according to a first embodiment will be described with reference to FIGS. 1 and 2 are explanatory views of a planetary gear type transmission according to the first embodiment. The planetary gear type transmission of the first embodiment is combined with a torque converter and an oil pump (not shown) to be assembled into an automatic transmission (automatic transmission) for an automobile. FIG.
Inside, (a) shows a skeleton, (b) shows the engagement state of the clutch and the brake in each gear stage. In FIG. 2, (a) is a nomographic chart of the first to fourth speeds, (b) is a collinear chart of the fifth speed to the sixth speed and reverse, and (c) shows a connection state of the rotating elements of the planetary gear device.

In FIG. 1A, three sets of planetary gear units G11, G12, G13 and three brakes B1, B are arranged on the rotation axis connecting the input shaft J1 and the output shaft J2 of the housing D1.
2, B3 and two clutches K1, K2 are arranged. The planetary gear units G11, G12, G13 have ring gears R11, R12, R13 and a sun gear S11, respectively.
A plurality of pinion gears P11 and P1 are provided between S12 and S13.
2. Engage P13. Multiple pinion gears P1
1, P12, P13 are pinion carriers C11, C1
2 and C13 are restrained and rotate integrally.

The sun gear S11 of the planetary gear unit G11 is directly connected to the input shaft J1. One side of the clutch K1
Sun gear S11 of planetary gear unit G11, planetary gear unit G
Twelve sun gears S12 and an output shaft J1 are connected to form a rotating member E1 that rotates integrally. One side of the clutch K2 has a ring gear R of the planetary gear unit G13.
13 and the output shaft J2 to form a rotating member E2 that rotates integrally. The other one side of the clutch K1 is connected to the ring gear R11 of the planetary gear unit G11 and the brake B1 to form a rotating member E3 that rotates integrally. Ring gear R1 of the planetary gear unit G12
2, the pinion carrier C13 of the planetary gear unit G13, and the brake B2 are connected to each other to form a rotating member E4 that rotates integrally. The sun gear S13 and the brake B3 of the planetary gear unit G13 are connected to each other,
A rotating member E5 that rotates integrally is configured. The other one side of the clutch K2 is connected to the pinion carrier C11 of the planetary gear unit G11 and the pinion carrier C12 of the planetary gear unit G12, and rotates together with the rotating member E.
Make up 6.

In FIG. 1B, 5 forward steps, 1 reverse step,
The combination of the clutches K1 and K2 and the engagement of the brakes B1, B2, and B3 and the gear ratio in the total of six gears are shown. The 4th speed is a direct connection stage with a gear ratio of 1, and the 5th speed is an overdrive gear stage. The gear ratio is the planetary gear unit G11,
The gear ratios of G12 and G13 are represented by mathematical expressions as α1, α2, and α3, respectively. In the rightmost column of the gear ratio, the gear ratio α
1, α2, α3 are 0.375, 0.70, 0.
The numerical value of the gear ratio calculated by substituting 40 is shown.

In the first speed, the clutch K2 and the brake B1 are engaged, and the gear ratio becomes 3.67. In the second speed, the clutch K2 and the brake B2 are engaged, and the gear ratio is 2.4.
It becomes 3. In the third speed, the clutch K2 and the brake B3 are engaged, and the gear ratio becomes 1.41. In the fourth speed, the clutch K1 and the clutch K2 are engaged, and the gear ratio is 1.00.
Becomes In the fifth speed, the clutch K1 and the brake B3 are engaged, and the gear ratio becomes 0.71. Brake B in reverse
1 and the brake B3 are engaged, and the gear ratio becomes -3.02.

The diagrams of (a) and (b) of FIG. 2 show the relative relationship of the rotating states of the rotating members E1, E2, E3, E4, E5 in the planetary gear type transmission constructed as shown in (c). It is shown by a straight line. As shown in FIG. 1A, the rotary member E1 includes a sun gear S11 of the planetary gear device G11 and a sun gear S12 of the planetary gear device G12.
Is included. The rotating member E2 includes a planetary gear unit G1.
3 ring gear R13, output shaft J2, and clutch K
2 is included. The rotating member E3 has a planetary gear unit G.
11 includes a ring gear R11, a clutch K1, and a brake B1. The rotating member E4 includes the ring gear R12 of the planetary gear unit G12, the pinion carrier C13 of the planetary gear unit G13, and the brake B2. The rotating member E5 includes the sun gear R13 of the planetary gear device G13 and the brake B3.

In the planetary gear unit G11, when the sun gear S11 is rotated once with respect to the pinion carrier C11, the ring gear R11 is rotated in the direction opposite to the sun gear S11 by α.
1 turn. In the planetary gear unit G12, when the sun gear S12 is rotated once with respect to the pinion carrier C12, the ring gear R12 is rotated by α2 in the direction opposite to the sun gear S12. In the planetary gear unit G13, the pinion carrier C13
On the other hand, when the sun gear S13 is rotated once, the ring gear R13 rotates α3 in the direction opposite to the sun gear S13.

As shown in FIG. 2A, in the first speed, the rotation of the input shaft J1 is inputted through the rotation member E1 while the rotation of the rotation member E3 is locked, so that the rotation member E1 = 1. The rotation speed corresponding to the intersection of the straight line connecting the rotating member E3 = 0 and the rotating member E2 is extracted by the rotating member E2. In the second speed, the rotation of the rotating member E4 is locked by the brake B2, so that the rotation speed corresponding to the intersection of the straight line connecting the rotating member E1 = 1 and the rotating member E4 = 0 and the rotating member E2 is extracted. In the third speed, the rotation of the rotating member E5 is locked by the brake B3, so that the rotating member E5 is locked.
The rotation speed corresponding to the intersection of the straight line connecting 1 = 1 and the rotary member E5 = 0 and the rotary member E2 is extracted.

In the fourth speed, the clutch K1 is engaged, so that the rotating members E1 and E3 have the same rotating speed. As a result, the rotation speeds of the rotating member E1, the rotating member E6, and the rotating member E4 also become equal.
Further, since the clutch K2 is also engaged, the rotation speeds of the rotating member E6 and the rotating member E2 become equal, and the rotation of the input shaft J1 appears on the output shaft J2 as it is.
At this time, three sets of planetary gear units G11, G12, G13
Both are locked in one meshed state,
It rotates integrally with the input shaft J1 and the output shaft J2.

As shown in FIG. 2B, since the clutch K1 is engaged in the fifth speed, the rotational speeds of the rotary member E1, the rotary member E3, the rotary member E6 and the rotary member E4 are the same as in the fourth speed. Are equal. That is, the planetary gear units G11 and G12 rotate integrally with the input shaft J1 in a locked state. However, since the clutch K2 is released and the brake B3 is engaged, the rotating member E4
The rotation speed of which is increased by the planetary gear unit G13 is output to the rotation member E2. Therefore, rotating member E4 = 1
And the rotary member E2 that connects the rotary member E5 = 0
The rotation speed corresponding to the intersection of is extracted. Gear ratio is 1
It is an overdrive gear that exceeds the limit.

In reverse, the brakes B1 and B3 are engaged. When the brake B1 is fastened, the planetary gear device G11 serves as a speed reducer, and the rotation of the rotating member E1 is reduced by the planetary gear device G11 and output to the rotating member E6. In the planetary gear unit G12, the rotation of the rotating member E6 is input to the pinion carrier C12, and the rotating member E6 is rotated.
The rotation of 1 is input to the sun gear S12. This allows
From the ring gear R12 of the planetary gear device G12, (b)
The rotation speed (decelerated rotation in the opposite direction) corresponding to the intersection of the rotation member E4 and the straight line connecting the rotation member E1 = 1 and the rotation member E3 is output. The planetary gear unit G in which the rotation of the sun gear S13 is locked by the brake B3.
13 accelerates the rotation of the rotating member E4 and outputs it to the rotating member E2. That is, the rotational speed corresponding to the intersection of the straight line connecting the rotary member E5 = 0 and the intersection of the rotary member E4 and the straight line connecting the rotary member E1 = 1 and the rotary member E3 is extracted.

According to the planetary gear type transmission of the first embodiment constructed as described above, the minimum structure of three sets of planetary gear systems, three brakes, and two clutches is provided.
6 forward 5 speeds and 1 reverse speed including overdrive gears
It is possible to shift in stages. Further, a combination of planetary gear units having a tooth number ratio α which is not unreasonable in manufacturing the planetary gear unit forms a six-step gear ratio having a practical distribution.
Like the planetary gear type transmission of FIGS. 7 and 8, one clutch is omitted by directly connecting the rotating elements of one set of planetary gears to the input shaft. There is one less clutch than the device. Therefore, the planetary gear type transmission can be reduced in size and weight, the number of parts can be reduced, and the number of oil passages and hydraulic valves can be reduced. The degree of freedom in the structure and arrangement of the members connecting the rotating elements is increased, and the reliability and maintainability of the entire device are improved.

In the overdrive gear stage, 2
Since the meshing of the set of planetary gears is locked and the rotating element itself that rotates faster than the output shaft is eliminated, even if the engine speed is increased at the overdrive gear, the noise of the automatic transmission, Vibration and heat are small. With regard to the two sets of planetary gear devices, the relative rotation between the rotating elements disappears and all the rotating elements rotate integrally with the input shaft. Therefore, the rotational load disappears and wear stops in all the incorporated bearings. . Further, since the teeth are locked in one meshed state, wear of the tooth surface and friction loss are stopped. On the other hand, when the clutch engagement between the two rotary elements is released and one of the rotary elements idles, the relative rotation between the rotary elements of one planetary gear type transmission remains, so that the bearing and the tooth surface are not rotated. It does not stop wear and friction loss.

Further, since the two sun gears S11, S12 of the planetary gear units G11, G12 may be fixed to the central input shaft J1, a special torque transmission structure corresponding to the rotary member E1 is unnecessary. Therefore, the number of parts is smaller than in the case of the second embodiment described later, and the overall structure is simplified. In addition, at the gear ratio of the gear ratio 1 that is commonly used during traveling, the meshing state of the planetary gear units G31 and G32 as well as the planetary gear unit G33 is locked, so that friction and heat generation on the tooth surface are further suppressed. Further, since the total number of fastening elements is small, less heat is generated by idling of non-fastened fastening elements. Therefore, fuel efficiency is improved. Further, in the adjacent first to fifth speeds, the gear shifting operation is executed by switching one other fastening element while keeping one fastening element in common. Therefore, the gear shifting operation becomes smooth, and the gear shifting operation can be completed in a shorter time than when the two fastening elements are switched in order. Further, since there is no shift operation for switching the two fastening elements at the same time, there is no fear of giving a shock to the mechanism of the automatic transmission or the vehicle body due to the shift operation. Therefore, it is possible to provide an automatic transmission in which the gear shifting operation is smooth and fast and the driver is not aware of the gear shifting operation.

In this embodiment, the planetary gear device G11 is the first planetary gear device of the invention, and the planetary gear device G12 is the second invention of the invention.
The planetary gear device and the planetary gear device G13 correspond to the third planetary gear device of the invention. Further, the rotating members E1 and E6 connect the first planetary gear device and the second planetary gear device of the invention to each other 2
Equivalent to one member.

Incidentally, the planetary gear unit G1 of FIG.
The arrangement order of 1, G12, and G13 can be variously changed while maintaining the interlocking relationship of the rotating elements. Similarly, the clutches K1, K2 and the brakes B1, B2, B
The arrangement of 3 can be changed. For example, the planetary gear unit G1
The positions of 1 and the planetary gear unit G12 may be replaced, and the brakes B1 and B2 may be collectively arranged between the planetary gear unit G11 and the planetary gear unit G12. Further, at least one of the members connecting the two rotating elements, for example, the member of the rotating member E6 may be replaced with "a one-way clutch and a connecting means in which the clutch is arranged in parallel". The one-way clutch enables the one-way torque transmission to cut off unnecessary engine braking in the first speed, the second speed, etc. On the other hand, when engine braking is required on a downhill, the clutch is engaged to transmit the torque in both directions. And Also, 3
It is also possible to change the gear ratio α of the set of planetary gear units G11, G12, and G13 to adjust the distribution of the gear ratios at each gear stage.
Further, the three brakes and the two clutches are disclosed in
As shown in FIGS. 38 to 48 of No. 159443, a multi-disc clutch, a band brake, and a structure in which a one-way clutch is combined with these can be arbitrarily selected according to the use and purpose. The skeleton shown in FIG. 1A can be applied not only to the vertical type automatic transmission but also to the horizontal type automatic transmission.

The planetary gear type transmission of the second embodiment will be described with reference to FIGS. 3 and 4. 2 and 3 are explanatory views of the planetary gear type transmission of the second embodiment. In FIG. 3, (a) shows the skeleton, and (b) shows the engaged state of the clutch and the brake at each shift stage. In FIG. 4, (a) is a nomographic chart of the 1st to 4th gears, (b) is a collinear chart of the 5th to 6th gears and reverse, and (c).
Shows the connected state of the rotating elements of the planetary gear unit.

In FIG. 3 (a), three sets of planetary gear units G31, G32, G33 and three brakes B1, B are arranged on the rotation axis connecting the input shaft J1 and the output shaft J2 of the housing D1.
2, B3 and two clutches K1, K2 are arranged. The planetary gear units G31, G32, G33 include ring gears R31, R32, R33 and a sun gear S31, respectively.
A plurality of pinion gears P31 and P3 are provided between S32 and S33.
2. Engage P33. Multiple pinion gears P3
1, P32, P33 are pinion carriers C31, C3
2, C33 is constrained and rotates integrally.

The pinion carrier C31 of the planetary gear unit G31 is directly connected to the input shaft J1. One side of the clutch K1 is connected to the sun gear S32 of the planetary gear device G32 and the output shaft J1 to form a rotating member F1 that rotates integrally. One side of the clutch K2 is connected to the ring gear R33 of the planetary gear device G33 and the output shaft J2 to form a rotating member F2 that rotates integrally. The other side of the clutch K1 is connected to the pinion carrier C31 of the planetary gear unit G31 and the brake B1,
A rotating member F3 that rotates integrally is configured. The ring gear R32 of the planetary gear unit G32, the pinion carrier C33 of the planetary gear unit G33, and the brake B2 are connected to each other to form a rotating member F4 that rotates integrally. The sun gear S33 and the brake B3 of the planetary gear unit G33 are connected to each other to form a rotating member F5 that rotates integrally. The other side of the clutch K2 is connected to the sun gear S31 of the planetary gear unit G31 and the planetary gear unit G3.
The rotating member F6 is connected to the two pinion carriers C32 and integrally rotates.

In FIG. 3B, 5 forward steps, 1 reverse step,
The combination of the clutches K1 and K2 and the engagement of the brakes B1, B2, and B3 and the gear ratio in the total of six gears are shown. The 4th speed is a direct connection stage with a gear ratio of 1, and the 5th speed is an overdrive gear stage. The gear ratio is the planetary gear unit G31,
The gear ratios of G32 and G33 are shown by the equations as α1, α2, and α3, respectively. In the rightmost column of the gear ratio, the gear ratio α
0.70, 0.675, 0 ..
The numerical value of the gear ratio calculated by substituting 45 is shown.

In the first speed, the clutch K2 and the brake B1 are engaged and the gear ratio becomes 3.52. In the second speed, the clutch K2 and the brake B2 are engaged, and the gear ratio is 2.4.
It becomes 8. In the third speed, the clutch K2 and the brake B3 are engaged, and the gear ratio becomes 1.46. In the fourth speed, the clutch K1 and the clutch K2 are engaged, and the gear ratio is 1.00.
Becomes In the fifth speed, the clutch K1 and the brake B3 are engaged, and the gear ratio becomes 0.69. Brake B in reverse
1 and the brake B3 are engaged, and the gear ratio becomes -3.47.

The diagrams of (a) and (b) of FIG. 4 show the relative relationship of the rotating states of the rotating members F1, F2, F3, F4 and F5 in the planetary gear type transmission constructed as shown in (c). It is shown by a straight line. As shown in FIG. 3A, the rotating member F1 includes the sun gear S32 of the planetary gear device G32 and the input shaft J1. The rotating member F2 includes the ring gear R33 of the planetary gear unit G33, the output shaft J2, and the clutch K2. The rotating member F3 includes a pinion carrier C of the planetary gear unit G31.
31, a clutch K1, and a brake B1 are included.
The rotating member F4 includes a ring gear R32 of the planetary gear unit G32 and a pinion carrier C3 of the planetary gear unit G33.
3 and the brake B2. Rotating member F5
Includes the sun gear R33 of the planetary gear device G33 and the brake B3.

In the planetary gear unit G31, when the sun gear S31 is rotated once with respect to the pinion carrier C31, the ring gear R31 is rotated in the direction opposite to the sun gear S31 by α.
1 turn. In the planetary gear device G32, when the sun gear S32 is rotated once with respect to the pinion carrier C32, the ring gear R32 is rotated by α2 in the direction opposite to the sun gear S32. In the planetary gear unit G33, the pinion carrier C33
On the other hand, when the sun gear S33 is rotated once, the ring gear R33 rotates α3 in the direction opposite to the sun gear S33.

As shown in FIG. 4A, in the first speed, the rotation of the input shaft J1 is input through the rotation member F1 while the rotation of the rotation member F3 is locked, so that the rotation member F1 = 1. And the rotation speed corresponding to the intersection of the rotation member F2 and the straight line connecting the rotation member F3 = 0 with the rotation member F2. In the second speed, the rotation of the rotating member F4 is locked by the brake B2, so that the rotation speed corresponding to the intersection of the straight line connecting the rotating member F1 = 1 and the rotating member F4 = 0 and the rotating member F2 is extracted. In the third speed, the rotation of the rotating member F5 is locked by the brake B3, so the rotating member F5 is locked.
The rotation speed corresponding to the intersection of the straight line connecting 1 = 1 and the rotating member F5 = 0 and the rotating member F2 is extracted.

In the fourth speed, the clutch K1 is engaged, so that the rotating members F1 and F3 have the same rotating speed. As a result, the rotation speeds of the rotating member F1, the rotating member F6, and the rotating member F4 also become equal.
Further, since the clutch K2 is also engaged, the rotation speeds of the rotating member F6 and the rotating member F2 become equal, and the rotation of the input shaft J1 appears on the output shaft J2 as it is.
At this time, three sets of planetary gear units G31, G32, G33
Both are locked in one meshed state,
It rotates integrally with the input shaft J1 and the output shaft J2.

As shown in FIG. 4B, since the clutch K1 is engaged in the fifth speed, the rotational speeds of the rotary member F1, the rotary member F3, the rotary member F6 and the rotary member F4 are the same as in the fourth speed. Are equal. That is, the planetary gear units G31 and G32 rotate integrally with the input shaft J1 in a locked state. However, since the clutch K2 is released and the brake B3 is engaged, the rotating member F4
The rotation speed of which is increased by the planetary gear device G33 is output to the rotation member F2. Therefore, rotating member F4 = 1
And the rotary member F2 which is a straight line connecting the rotary member F5 = 0
The rotation speed corresponding to the intersection of is extracted. Gear ratio is 1
It is an overdrive gear that exceeds the limit.

In reverse, the brakes B1 and B3 are engaged. When the brake B1 is engaged, the planetary gear device G31 serves as a reversing device, and the rotation of the sun gear S31 is changed to the planetary gear device G31.
The rotation reversed in 31 is output to the rotating member F4.
The reverse rotation of the ring gear R32 through the rotating member F4 reduces the rotation speed of the pinion carrier C32 of the planetary gear device G32 more than when the brake B2 is engaged to lock the ring gear R32. This relationship is shown by a straight line connecting the rotating member F1 = 1 and the rotating member F3 = 0. The rotation speed corresponding to the intersection of this straight line and the rotating member F4 is output from the rotating member F4. The planetary gear device G33, whose rotation of the sun gear S33 is locked by the brake B3, accelerates the rotation of the rotating member F4 and outputs it to the rotating member F2. That is, the rotation speed corresponding to the intersection of the straight line connecting the rotary member F5 = 0 and the intersection of the rotary member F2 and the intersection of the rotary member F4 and the straight line connecting the rotary member F1 = 1 and the rotary member F3 is extracted from the rotary member F2.

According to the planetary gear type transmission of the second embodiment configured as described above, the minimum configuration of three sets of planetary gear devices, three brakes and two clutches allows
6 forward 5 speeds and 1 reverse speed including overdrive gears
It is possible to shift in stages. Further, since the meshing of the two sets of planetary gear devices is locked at the overdrive gear stage, the noise, vibration, and heat generation of the automatic transmission are small even when the engine speed is increased at the overdrive gear stage. . Further, since the difference in the number of teeth of the three sets of planetary gear devices is smaller than that in the first embodiment, it is possible to use a lightweight and small-sized planetary gear device in which the size of the teeth is minimized.

In the second embodiment, the planetary gear unit G31 corresponds to the first planetary gear unit of the invention, the planetary gear unit G32 corresponds to the second planetary gear unit of the invention, and the planetary gear unit G33 corresponds to the third planetary gear unit of the invention. . The rotating members E4 and E6 include two members that connect the first planetary gear device and the second planetary gear device of the invention.

Incidentally, the planetary gear unit G3 of FIG.
The arrangement order of 1, G32, and G33 can be variously changed while maintaining the interlocking relationship of the rotating elements. Similarly, the clutches K1, K2 and the brakes B1, B2, B
The arrangement of 3 can be changed. For example, as shown in FIG. 5, the positions of the planetary gear unit G31 and the planetary gear unit G32 may be replaced. Further, at least one of the members connecting the two rotating elements, for example, the member of the rotating member E6 may be replaced with "a one-way clutch and a connecting means in which the clutch is arranged in parallel". Three sets of planetary gears G31,
The gear ratio may be adjusted by changing the gear ratio α of G32 and G33. Also, for the three brakes and the two clutches,
As shown in FIGS. 38 to 48 of JP-A-2-159443, a multi-plate clutch, a band brake, and a structure in which a one-way clutch is combined with these can be arbitrarily selected according to the use and purpose.

FIG. 5 is an explanatory view of a modification of the second embodiment. Here, the planetary gear unit G3 in FIG.
The arrangement order of 1 and G32 is reversed. Each constituent member in FIG. 5 is substantially the same as the constituent member in FIG. 3A except for the positional relationship, so that FIG.
The same reference numerals are given and the description is omitted. However, the members that connect the two rotary elements included in the rotary members F1 to F6 are modified so as to conform to this arrangement order. With such a configuration, the same effect as that of the second embodiment can be obtained.

FIG. 6 is an explanatory view of the planetary gear type transmission of the reference example. In FIG. 6, (a) is a skeleton and (b) is an alignment chart. Here, the clutch is not provided between the two sets of planetary gear units on the output shaft side as in the first and second embodiments, but between the two sets of planetary gear units on the input shaft side as in the conventional example. Are arranged. 6A and 6B, the planetary gear type transmission of the reference example has an input shaft J1 and an output shaft J.
3 sets of planetary gear units G4 arranged on the axis of rotation 2
In a planetary gear type transmission having 1, G42, G43, a sun gear S41 of the planetary gear unit G41 and a rotating member H1 for integrally rotating the input shaft, a pinion carrier C42 of the planetary gear unit G42, and a planetary gear. The ring gear R43 of the device G43 and the output shaft J2 are connected to each other to rotate integrally. The rotating member H4 that rotates together and the pinion carrier C41 of the planetary gear unit G41 rotate together with the rotating member H1.
To the rotating member H1, the sun gear S42 of the planetary gear set G42, and the pinion carrier C41 of the planetary gear set G41.
B1 that can lock the rotation of the body with respect to the housing D1
And a brake B2 capable of locking the rotation of the rotating member H4 with respect to the housing D1 and a brake B3 capable of locking the rotation of the sun gear S43 of the planetary gear device G43 with respect to the housing D1.

In the first speed, the clutch K2 and the brake B1 are engaged. The rotation speed corresponding to the intersection of the rotation member H2 and the straight line connecting the rotation member H1 = 1 and the rotation member H3 = 0 in (b) is output from the rotation member H2 (output shaft J2). In the second speed, the clutch K2 and the brake B2 are engaged. The rotation speed corresponding to the intersection of the rotary member H2 and the straight line connecting the rotary member H1 = 1 and the rotary member H4 = 0 in (b) is output. In the third speed, the clutch K2 and the brake B3 are engaged. Rotating member H1 = 1 in (b)
And the rotating member H5 = 0 straight line and rotating member H2
The rotation speed corresponding to the intersection of is output. In the fourth speed, the clutches K1 and K2 are engaged. At this time, the planetary gear devices G41, G42, G43 all lock their meshes and rotate integrally with the input shaft J1. The rotation speed corresponding to the intersection of the rotary member H2 and the straight line connecting the rotary member H1 = 1 and the rotary member H3 = 1 in (b) is output.
In the fifth speed, clutch K1 and brake B3 are engaged. At this time, only the planetary gear unit G41 locks meshing and rotates integrally with the input shaft J1, so that the rotation speed of the rotating member H4 is equal to that of the input shaft J1. Therefore,
(B) rotating member H4 = 1 and rotating member H3 = 0
The rotation speed corresponding to the intersection of the straight line connecting the lines and the rotating member H2 is output. In reverse, the brakes B1 and B3 are engaged. (B) Rotating member H1 = 1 and rotating member H
The rotation speed corresponding to the intersection of the straight line connecting the rotating member H5 = 0 and the intersection of the rotating member H2 and the intersection of the rotating member H4 and the straight line connecting 3 = 0 is output.

In the planetary gear type transmission of the reference example configured as described above, a minimum configuration of three sets of planetary gears, three brakes and two clutches allows a minimum of five forward gear stages including an overdrive gear stage. It is possible to change gears in six steps, one reverse. In addition, the number of members connecting the rotating elements of the planetary gear device can be reduced by one compared with the first and second embodiments. Since the meshing of the planetary gear unit G41 is locked at the overdrive speed, the noise, vibration, and heat generation of the automatic transmission are small even when the engine speed is increased at the overdrive speed. However, since the sun gear S42 of the planetary gear unit G42, which is disengaged by the clutch K2, rotates at high speed, the effects of the first and second embodiments cannot be obtained.

[0058]

According to the planetary gear type transmission of the present invention,
The basic structure of an automatic transmission capable of shifting in five stages, five forward and one reverse, has three sets of planetary gear units, three brakes and two sets.
It can consist of two clutches. Then, in the overdrive gear stage, the meshing of the two sets of planetary gear devices is locked and rotated integrally with the input shaft, and this rotation is increased and output by the remaining planetary gear type transmission device. There is no wasted friction on the tooth flanks of the device and no wasted rotational load on the bearings. Therefore, various losses in the overdrive gear stage are small, and the transmission efficiency of the automatic transmission is improved, so that the fuel efficiency is improved. Further, the life of the bearing is extended, the temperature rise of the mechanism during operation is suppressed, and the reliability of the automatic transmission as a whole is improved.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of a planetary gear type transmission according to a first embodiment.

FIG. 2 is an explanatory diagram of a planetary gear type transmission according to the first embodiment.

FIG. 3 is an explanatory diagram of a planetary gear type transmission according to a second embodiment.

FIG. 4 is an explanatory diagram of a planetary gear type transmission according to a second embodiment.

FIG. 5 is an explanatory diagram of a modified example of the second embodiment.

FIG. 6 is an explanatory diagram of a planetary gear type transmission according to a reference example.

FIG. 7 is an explanatory diagram of a conventional planetary gear type transmission.

FIG. 8 is an explanatory diagram of a conventional planetary gear type transmission.

[Explanation of symbols]

B1, B2, B3 Brake K1, K2 Clutch J1 Input shaft J2 Output shaft D1 Housing C11, C12, C13, C31, C32, C33, C
41, C42, C43, C51, C52, C53 Pinion carriers G11, G12, G13, G31, G32, G33, G
41, G42, G43, G51, G52, G53 Planetary gear units E1, E2, E3, E4, E5, E6, F1, F2, F
3, F4, F5, F6, H1, H2, H3, H4, H
5, M1, M2, M3, M4, M5 Rotating members P11, P12, P13, P31, P32, P33, P
41, P42, P43, P51, P52, P53 Pinion gears R11, R12, R13, R31, R32, R33, R
41, R42, R43, R51, R52, R53 Ring gear

Claims (3)

[Claims] 1. A planetary gear type transmission having first, second and third planetary gear devices arranged on a rotation axis of an input member, wherein a rotating element of the first planetary gear device and a second planetary gear device are provided. Sets of rotating members that connect the rotating elements of the above to each other to rotate integrally, an input member that is directly connected to at least one rotating element in the first planetary gear device and the second planetary gear device, and a first planetary gear. A first clutch that can connect the input member to a rotating element that is not connected to the two sets of rotating members or the input member in the gear device and the second planetary gear device, and the rotation connected to the first clutch. The first brake capable of locking the rotation of the element with respect to the housing, the output member directly connected to the ring gear of the third planetary gear device, and the input member of the first planetary gear device and the second planetary gear device. And a second brake that can lock the rotation of the pinion carrier of the third planetary gear device to the housing, and the rotation of the sun gear of the third planetary gear device to the housing. A lockable third brake, and the output member can be connected to a rotating element that is not connected to the input member, the first brake, or the second brake in the first planetary gear device and the second planetary gear device. A planetary gear type transmission comprising: a second clutch. 2. The two rotating members include a first rotating member that integrally rotates the input member, a sun gear of the first planetary gear device, and a sun gear of the second planetary gear device, and a first planetary gear device. The pinion carrier and a pinion carrier of the second planetary gear device are integrally rotated, and a second rotating member is connectable to the output member via a second clutch.
The planetary gear type transmission described. 3. The two rotating members include a ring gear of a first planetary gear device, a ring gear of a second planetary gear device,
And the first rotating member that integrally rotates the pinion carrier of the third planetary gear device, the sun gear of the first planetary gear device, and the pinion carrier of the second planetary gear device, and the second rotation member
The planetary gear type transmission according to claim 1, comprising a second rotating member that can be connected to the output member via a clutch.