JP3634881B2 - Planetary gear train for automatic transmission and gear transmission for automatic transmission - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a gear transmission for an automatic transmission.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a gear transmission for an automatic transmission that obtains a forward fifth gear is disclosed in Japanese Patent Laid-Open No. 1-224285.
[0003]
In this conventional apparatus, one single pinion planetary gear is added to a four-speed main planetary gear transmission mechanism that uses two single pinion planetary gears to obtain a forward four-speed gear stage. A total of 11 clutches, brakes, one-way clutches, and other engagement / release elements are combined.
[0004]
Of these, clutches and brakes with the addition of the one-way clutch and the one-way clutch for simplifying the shift control and the removal of clutches and brakes added for the purpose of using the engine brake that is not used during coasting. The number of merge / release elements is seven. This number is the minimum number of elements necessary to achieve a shift of 5 forward speeds and 1 reverse speed in practice.
[0005]
The breakdown consists of a minimum of five clutch / brake engagement / release elements (two underdrive stages, one direct connection stage, one overdrive stage), one planetary gear, and a clutch / brake. However, it consists of two required add-on parts, and enables five speeds (underdrive 3 stages, direct connection 1 stage, overdrive 1 stage).
[0006]
[Problems to be solved by the invention]
However, when overdrive is attempted from the first stage to the second stage in the conventional gear transmission for an automatic transmission, it is conceivable to switch the input path of the add-on part to the add-on part. To do this, it is necessary to add two clutches and brakes. Therefore, it is not practical in consideration of the cost and the point of impairing the vehicle mountability.
[0007]
The total number of clutches and brakes required for the add-on type five-speed transmission is seven. However, the weight and size ratio of the entire device is large.・ There is a strong demand to improve vehicle mountability and fuel efficiency.
[0008]
As a matter of course, in order to reduce the total number of clutches and brakes, a combination of a plurality of planetary gears and the structure of the transmission device are examined. Gear ratio), the gear ratios obtained vary depending on whether single pinion type planetary gears or double pinion type planetary gears are used, etc., and they are not all practically usable. The gear trains that are practical are limited by various conditions such as required power performance and cost.
[0009]
In other words, although a vast number of configurations can be devised depending on the combination of planetary gears and how the gear ratio is set, creating a product suitable for practical use required as an automatic transmission for vehicles is accompanied by great difficulty. There's a problem.
[0010]
For example, in Japanese Patent Application Laid-Open No. 50-64660, as shown in FIG. 7, three single pinion type planetary gears, three clutches, and three brakes are used. As shown in FIG. A device is shown that achieves six forward and two reverse shifts by engaging and releasing the.
[0011]
However, this conventional apparatus has the following problems.
[0012]
(1) The gear ratio between gears is not set properly.
[0013]
The horizontal axis represents the position of the rotating member allocated according to the set gear ratio of the planetary gear, the vertical axis represents the rotational speed ratio, and a straight line drawn in the horizontal direction corresponding to rotational speed ratio 0 and rotational speed ratio 1 FIG. 8 shows a collinear diagram drawn by lines connecting the engaged elements with the clutch and brake elements displayed at the intersections.
[0014]
Originally, it is desirable to set the gear ratio between gear stages in a geometric series. This is because, as shown in FIG. 10, the engine torque band (the width of the engine torque output from the relationship between the engine torque and the rotation at a constant throttle opening) is substantially constant without being affected by the gear stage, and the output shaft torque Changes at a substantially constant ratio according to the gear stage, and the engine speed changes almost the same, which feels comfortable for the driver.
[0015]
However, according to FIG. 8, the gear ratio between the gear stages is not a geometric series, and in particular, the fifth gear, the sixth gear, the third gear, and the fourth gear are wide. Will not be able to use parts with good engine characteristics. In particular, the 5th and 6th speeds have a high frequency of shifts and should be noticeable.
[0016]
Therefore, if the gear ratio of the planetary gear is set so that the vertical axis of the fifth rotating member {circle around (5)} is shifted to the right in the drawing in order to narrow the third and fourth speeds, the third and fourth speeds are narrowed at the same time. The 4th and 5th speeds are narrower, and the 5th and 6th speeds are even wider than the current situation.
[0017]
In this way, in the gear train in which the power transmission paths of the gears are always connected, the selection ratio of the gear ratio is small, and the gear ratio must be set in a compromise manner as shown in FIG.
[0018]
(2) Member rotation that is not involved in gear shifting becomes abnormally high.
[0019]
The rotating members (1) and (5) at the left and right ends of the alignment chart shown in FIG. 8 have an unusually high rotation at the 5th speed, 6th speed, and 2nd reverse speed. Otherwise, there is a risk of poor transmission due to high rotation (such as poor clutch operation due to centrifugal hydraulic pressure).
[0020]
The present invention has overcome the above-described problems and has created a device suitable for practical use. In this regard, the following points have been considered.
[0021]
1) Considering that shifting the two clutches and brakes from the engaged state to the disengaged state or from the disengaged state to the engaged state worsens the shift shock or requires complex control to reduce the shift shock, One clutch or brake is switched from an engaged state to a released state or from a released state to an engaged state between adjacent gears.
[0022]
2) In order to simplify the configuration and suppress the cost increase, a configuration in which only three single pinion type planetary gears are combined without using a double pinion type planetary gear is adopted.
[0023]
3) The total number of clutches and brakes is 6 in the minimum, and the configuration is such that 6 forward stages (underdrive 3 stages, direct connection 1 stage, overdrive 2 stages) and reverse 1 stage or more can be realized. This is because a compact and lightweight configuration and cost reduction are strongly considered.
[0024]
4) Since the add-on type has a structure in which the add-on part is coupled to the main body part, in consideration of small size, light weight, and cost, means for coupling the add-on part and a wall separating the main body part and the add-on part. It is disadvantageous, such as being necessary. Therefore, we decided to use integral type.
[0025]
5) By making the gear ratios between the transmission gear stages line up in a geometric series, consideration was given to make the engine easier to operate by reducing variations in engine rotation before and after the gear shift.
[0026]
An object of the present invention is to provide a planetary gear train for an automatic transmission and a gear transmission for an automatic transmission that can easily reduce a shift shock, can easily perform a shift control, have excellent power performance, and have a simple configuration. There is to do.
[0027]
In order to achieve the above object,Gear transmission for automatic transmissionThen, as shown in the claim correspondence diagram of FIG. 1, a first sun gear, a first ring gear, a single planetary first planetary gear having a first carrier that holds a pinion that meshes with both gears, a second sun gear, A second ring gear, a single pinion type second planetary gear having a second carrier for holding a pinion meshing with both gears, a third sun gear, a third ring gear, and a third carrier for holding a pinion meshing with both gears A single-pinion type third planetary gear comprising: a three-element connecting member that integrally connects the first sun gear, the second ring gear, and the third sun gear; and the first carrier and the second carrier that are connected together. A two-element connecting member, a clutch-inserted connecting member that selectively connects the two-element connecting member and the third ring gear via a connecting / disconnecting clutch;In the planetary gear train for an automatic transmission comprising: the three-element connecting member, the third carrier, the third ring gear, the first ring gear, the second sun gear, the two-element connecting member, the first rotating member, the second rotating member, Connecting the three rotation member, the fourth rotation member, the fifth rotation member, and the sixth rotation member, respectively connecting the first rotation member, the fifth rotation member, and the sixth rotation member to the input shaft through a clutch, The second rotating member and the third rotating member are connected to the case via a brake, respectively, the fourth rotating member is connected to the output shaft,One gear stage is obtained by a combination of disengagement / engagement of the clutch / disengagement clutch and engagement of three or two of the three clutches and two brakes, and the disengagement control without double switching between adjacent gear stages. According to the present invention, a shift control means for obtaining a plurality of gear stages is provided.
[0029]
[Action]
The operation of the first invention will be described.
[0030]
Of the single pinion type first planetary gear a, second planetary gear b, and third planetary gear c, the first sun gear, the second ring gear, and the third sun gear are integrally coupled by a three-element coupling member d. The first carrier and the second carrier are integrally connected by a two-element connecting member e. When the connection / disconnection clutch f is selected to be disconnected, the two-element connection member e and the third ring gear are separated. When the connection / disconnection clutch f is selected to be connection, the two-element connection member e and the third ring gear are integrated. Connected to
[0031]
That is, two of the nine rotating elements of each planetary gear a, b, c are reduced by the three-element connecting member d, and one is reduced by the two-element connecting member e. When the connection / disconnection clutch f is selected to be disconnected, a planetary gear train having 9-2 pieces-1 = 7 rotational elements is formed. When the connection / disconnection clutch f is selected to be connected, the two-element connecting member e is selected. And the third ring gear are integrally connected to form a planetary gear train having 9-2 pieces-2 pieces = 6 rotation elements.
[0032]
Therefore, input members, output members, and cases are added to the rotating members connected to these rotating elements to form 10 or 9 members, and the members are connected together or not connected at all, or the clutch or brake Or the like through the engagement elements such as the like, and by controlling the engagement / release of the plurality of engagement elements provided, a rotation situation with different speed ratios is obtained between the input member and the output member. be able to.
[0033]
In this case, the power transmission paths of the planetary gears a, b, and c are not always connected to each other, and the power transmission path can be selected by connecting / disconnecting the connection / disconnection clutch f. The degree of freedom in setting the gear ratio is increased, and the gear ratios between the respective gears can be arranged in a geometric series.
[0034]
Further, by using the connection / disconnection of the connection / disconnection clutch f, it is possible to prevent the member rotation not involved in the shift from becoming abnormally high.
[0036]
Also,The three-element connecting member d, the third carrier, the third ring gear, the first ring gear, the second sun gear, and the two-element connecting member e of the planetary gear train for automatic transmission include a first rotating member, a second rotating member, The third rotating member, the fourth rotating member, the fifth rotating member, and the sixth rotating member are connected, and the first rotating member, the fifth rotating member, and the sixth rotating member are respectively connected to the input shaft through the clutch, The 2 rotation member and the 3rd rotation member are each connected to the case via a brake, and the 4th rotation member is connected to an output shaft, and the gear transmission mechanism for automatic transmissions is constituted.
[0037]
With respect to this gear transmission mechanism, one gear stage is obtained by a combination of disengagement or engagement of the connection / disengagement clutch f and engagement of three or two of the three clutches / two brakes by transmission control by the transmission control means. A plurality of gear stages can be obtained by the disengagement control law that does not cause double switching between adjacent gear stages.
[0038]
For example, when six forward gears and one reverse gear are set from a plurality of settable gears, there is a demand for a device that can easily reduce shift shocks, easily perform shift control, have excellent power performance, and have a simple configuration. Satisfy all performance.
[0039]
【Example】
Embodiments of the present invention will be described below with reference to the drawings.
[0040]
First, the configuration will be described.
[0041]
Figure 2Claim 1It is a skeleton figure which shows the gear transmission mechanism for automatic transmissions of the Example corresponding to this invention.
[0042]
In FIG. 2, PG1 is a first planetary gear, PG2 is a second planetary gear, PG3 is a third planetary gear, M1 is a three-element connecting member, M2 is a two-element connecting member, and M3 is a clutch-interposed connecting member. The planetary gear train configured will be described.
[0043]
The first planetary gear PG1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier P1 holding a pinion that meshes with both the gears S1 and R1.
[0044]
The second planetary gear PG2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier P2 that holds a pinion that meshes with both the gears S2 and R2.
[0045]
The third planetary gear PG3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier P3 that holds a pinion that meshes with both the gears S3 and R3.
[0046]
The three-element connecting member M1 is a member that integrally connects the first sun gear S1, the second ring gear R2, and the third sun gear S3.
[0047]
The two-element connecting member M2 is a member that integrally connects the first carrier P1 and the second carrier P2.
[0048]
The clutch interposition connection member M3 is a member that selectively connects the two-element connection member M2 and the third ring gear R3 via a first clutch C1 (corresponding to the connection / disconnection clutch f).
[0049]
When the planetary gear train is used as a gear transmission mechanism for an automatic transmission, a rotating member and an engagement element added to the planetary gear train will be described.
[0050]
The three-element connecting member M1, the third carrier P3, the third ring gear R3, the first ring gear R1, the second sun gear S2, and the two-element connecting member M2 include a first rotating member A, a second rotating member B, and a third element, respectively. The rotating member C, the fourth rotating member D, the fifth rotating member E, and the sixth rotating member F are connected.
[0051]
The first rotating member A, the sixth rotating member F, and the fifth rotating member E are connected to the input shaft IS via the second clutch C2, the third clutch C3, and the fourth clutch C4, respectively.
[0052]
The second rotating member B and the third rotating member C are connected to the case K via the first brake B1 and the second brake B2, respectively.
[0053]
The fourth rotating member D is directly connected to the output shaft OS.
[0054]
One gear stage is obtained by a combination of engagement or release of the first clutch C1 and three or two engagements of the three clutches C2, C3, C4 and the two brakes B1, B2. In addition, shift control means (not shown) (full hydraulic control type or electronic control + hydraulic control type) that obtains a reverse gear stage with six forward speeds by disengagement control that is not double-changed between adjacent gear speeds. The automatic transmission gear transmission mechanism is connected.
[0055]
Next, the operation will be described.
[0056]
[First speed gear stage]
The first gear is obtained by engaging the first clutch C1, the fourth clutch C4, and the second brake B2, as shown in the engagement logic table of FIG.
[0057]
In this first speed gear stage, the engagement of the first clutch C1 and the second brake B2 causes the third rotating member C, the two-element connecting member M2, and the clutch interposed connecting member M3 to be in a fixed state, and the third ring gear R3 The first carrier P1 and the second carrier P2 are fixed to the case K.
[0058]
As a result of the engagement of the fourth clutch C4, the power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → fourth clutch C4 → fifth rotating member E → second sun gear S2 → second pinion → second pinion 2 ring gear R2 → 3 element connecting member M1 → first sun gear S1 → first pinion → first ring gear R1 → fourth rotating member D → output shaft OS, and the underdrive gear ratio of the first gear is determined.
[0059]
Incidentally, the alignment chart at the first speed gear stage is as shown at 1st in FIG. In FIG. 3, A, B, C, D, and E are rotation members, arrows indicate input, double circles indicate output, black circles indicate clutch engagement, and black triangles indicate brake engagement.
[0060]
[2nd gear stage]
The second speed gear stage releases the second brake B2 in the first speed gear stage, engages the first brake B1, and, as shown in the engagement logic table of FIG. 4, the first clutch C1 and the fourth clutch It is obtained by engaging C4 and the first brake B1.
[0061]
In the second speed gear stage, the second rotating member B is fixed and the third carrier P3 is fixed to the case K by the engagement of the first brake B1. Further, the engagement of the first clutch C1 causes the two-element coupling member M2 and the clutch interposition coupling member M3 to rotate together, and the third ring gear R3, the first carrier P1, and the second carrier P2 rotate in the same rotation.
[0062]
As a result of the engagement of the fourth clutch C4, the power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → fourth clutch C4 → fifth rotating member E → second sun gear S2 → second pinion → second pinion 2 ring gear R2 → 3 element connecting member M1 → first sun gear S1 → first pinion → first ring gear R1 → fourth rotating member D → output shaft OS, and the underdrive speed ratio of the second gear is determined. However, the rotation of the first carrier P1 and the second carrier P2 is defined by the rotation of the third ring gear R3 of the third planetary gear PG3. Incidentally, the alignment chart at the second speed gear stage is as indicated by 2nd in FIG.
[0063]
[Third speed gear stage]
The third speed gear stage releases the first clutch C1 in the second speed gear stage, engages the second brake B2, and, as shown in the engagement logic table of FIG. 4, the fourth clutch C4 and the first brake It is obtained by engaging B1 and the second brake B2.
[0064]
In this third speed gear stage, the second rotating member B is fixed by the engagement of the first brake B1, and the third rotating member C is fixed by the engagement of the second brake B2. The sun gear S3 is in a fixed state, and the second ring gear R2 and the first sun gear S1 are also in a fixed state via a three-element connecting member M1 connected to the third sun gear S3.
[0065]
The power transmission path from the input shaft IS to the output shaft OS due to the engagement of the fourth clutch C4 is as follows: input shaft IS → fourth clutch C4 → fifth rotating member E → second sun gear S2 → second pinion → second pinion 2 carrier P2-> 2 element connecting member M2-> first carrier P1-> first pinion-> first ring gear-> fourth rotating member D-> output shaft OS, and the underdrive gear ratio of the third gear is determined. Incidentally, the alignment chart at the third speed gear stage is as shown by 3rd in FIG.
[0066]
[4th gear stage]
The fourth speed gear stage releases the first brake B1 at the third speed gear stage, engages the third clutch C3, and, as shown in the engagement logic table of FIG. 4, the third clutch C3 and the fourth clutch It is obtained by engaging C4 and the second brake B2.
[0067]
In the fourth speed gear stage, the third rotating member C is fixed by the engagement of the second brake B2, and the third ring gear R3 is fixed to the case SK. Further, the third ring gear R3 and the first carrier P1 are disconnected by releasing the first clutch C1.
[0068]
As a result of the engagement of the third clutch C3, the second carrier P2 and the first carrier P1 coupled by the two-element coupling member M2 are rotated in the same direction as the input shaft IS. On the other hand, the engagement of the fourth clutch C4 causes the second sun gear S2 to rotate the same as the input shaft IS, and in the second planetary gear PG2, the second sun gear S2 and the second carrier P2 rotate the same as the input shaft IS. Thus, the second ring gear R2 also rotates in the same direction as the input shaft IS. Therefore, the first sun gear S1 connected to the second ring gear R2 by the three-element connecting member M3 also rotates in the same direction as the input shaft IS.
[0069]
Thus, in the first planetary gear PG1, the first carrier P1 and the first sun gear S1 rotate in the same rotation as the input shaft IS, so that the first ring gear R1 and the output shaft OS rotate in the same rotation as the input shaft IS. The gear ratio of the 4th gear stage is 1. Incidentally, the alignment chart at the fourth speed gear stage is as shown at 4th in FIG.
[0070]
[5th gear stage]
The fifth speed gear stage releases the fourth clutch C4 in the fourth speed gear stage, engages the first brake B1, and, as shown in the engagement logic table of FIG. 4, the third clutch C3 and the first brake It is obtained by engaging B1 and the second brake B2.
[0071]
In this fifth speed gear stage, the second rotating member B is fixed by the engagement of the first brake B1, and the third rotating member C is fixed by the engagement of the second brake B2. The sun gear S3 is in a fixed state, and the second ring gear R2 and the first sun gear S1 are also in a fixed state via a three-element connecting member M1 connected to the third sun gear S3.
[0072]
As a result of the engagement of the third clutch C3, the power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → third clutch C3 → sixth rotating member F → second carrier P2 → two element connecting member M2. → first carrier P1 → first pinion → first ring gear R1 → fourth rotating member D → output shaft OS, and the overdrive speed ratio of the fifth gear is determined. Incidentally, the nomographic chart at the fifth gear stage is as shown at 5th in FIG.
[0073]
[Sixth gear stage]
The sixth speed gear stage releases the second brake B2 in the fifth speed gear stage, engages the first clutch C1, and as shown in the engagement logic table of FIG. 4, the first clutch C1 and the third clutch It is obtained by engaging C3 and the first brake B1.
[0074]
In this sixth speed gear stage, the second rotary member B is fixed by the engagement of the first brake B1, and the third carrier P3 is fixed to the case K. Further, the engagement of the first clutch C1 causes the two-element coupling member M2 and the clutch interposition coupling member M3 to rotate together, and the third ring gear R3, the first carrier P1, and the second carrier P2 rotate in the same rotation.
[0075]
As a result of the engagement of the third clutch C3, the power transmission path from the input shaft IS to the output shaft OS is as follows: the input shaft IS → the third clutch C3 → the sixth rotating member F → the second carrier P2 → the two element connecting member M2. → First carrier P1 → first pinion → first ring gear R1 → fourth rotating member D → output shaft OS The overdrive speed ratio of the sixth gear is determined. However, the rotation of the first sun gear S1 is defined by the rotation of the third sun gear S3 of the third planetary gear PG3. Incidentally, the nomographic chart at the sixth gear stage is as shown at 6th in FIG.
[0076]
[Reverse gear stage]
The reverse gear is obtained by engaging the first clutch C1, the second clutch C4, and the second brake B2, as shown in the engagement logic table of FIG.
[0077]
In this reverse gear stage, the engagement of the first clutch C1 and the second brake B2 causes the third rotating member C, the two-element connecting member M2, and the clutch interposed connecting member M3 to be in a fixed state, and the third ring gear R3 and the first The carrier P1 and the second carrier P2 are fixed to the case K.
[0078]
As a result of the engagement of the second clutch C2, the power transmission path from the input shaft IS to the output shaft OS is as follows: input shaft IS → second clutch C2 → first rotating member A → first ring gear R1 → three element connecting member M1. → first sun gear S1 → first pinion → first ring gear R2 → fourth rotating member D → output shaft OS, and the gear ratio is determined by reverse rotation of the reverse gear. Incidentally, the alignment chart at the reverse gear stage is as shown by Rev in FIG.
[0079]
[Each gear speed ratio]
Gear ratio ρ of the first planetary gear PG1₁  (= Z_S1/ Z_R1), Gear ratio ρ of the second planetary gear PG2₂  (= Z_S2/ Z_R2), Gear ratio ρ of the third planetary gear PG3₃  (= Z_S3/ Z_R3), The gear ratios are as follows.
[0080]
First speed gear ratio n1
n1 = (ρ₁  + Ρ₁・ Ρ₂  ) / Ρ₁・ Ρ₂
2nd speed gear ratio n2
n2 = {(ρ₁  + Ρ₁・ Ρ₂) (1 + ρ₃) + Ρ₂・ Ρ₃} / Ρ₂{Ρ₃  + Ρ₁・ (1 + ρ₃)}
3rd speed gear ratio n3
n3 = (ρ₁  + Ρ₂  + Ρ₁・ Ρ₂) / {Ρ₂・ (1 + ρ₃)}
Fourth speed gear ratio n4 = 1
n4 = 1
5th speed gear ratio n5
n5 = 1 / (1 + ρ₁  )
6th speed gear ratio n6
n6 = ρ₃  / {Ρ₃  + Ρ₁(1 + ρ₃  )}
Reverse gear speed ratio nR
nR = 1 / ρ₁
As a specific example, ρ₁  = 0.401, ρ₂  = 0.419, ρ₃  When 0.670 is set, the gear ratio between the gears and the adjacent gears is as follows. The parentheses indicate target values.
[0081]
n1 = 3.387 (3.5) n2 / n1 = 0.646 (0.629)
n2 = 2.193 (2.2) n3 / n2 = 0.767 (0.682)
n3 = 1.683 (1.5) n4 / n3 = 0.594 (0.667)
n4 = 1.000 (1.0) n5 / n4 = 0.714 (0.700)
n5 = 0.714 (0.7) n6 / n5 = 0.700 (0.714)
n6 = 0.500 (0.5)
nR = 2.494
The first speed is slightly smaller than the target speed ratio, and the third speed is slightly larger than the target speed ratio, but the first speed to the sixth speed are almost the target speed ratio. Further, the ratio between the first speed to the sixth speed is within a range of about ± 0.08 with respect to the target ratio.
[0082]
[First Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 5 is a skeleton diagram showing a first modification of the gear transmission mechanism for an automatic transmission.
[0083]
In the first modification of the gear transmission mechanism for an automatic transmission, the example shown in FIG. 2 sequentially changes the second planetary gear PG2, the third planetary gear PG3, and the first planetary gear PG1 from the input side to the output side. In contrast to the arrangement, the first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 are arranged.
[0084]
[Second Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 6 is a skeleton diagram showing a second modification of the gear transmission mechanism for an automatic transmission.
[0085]
A second modification of the gear transmission mechanism for an automatic transmission is an example in which a third planetary gear PG3, a first planetary gear PG1, and a second planetary gear PG2 are sequentially arranged from the input side to the output side.
[0086]
Next, the effect will be described.
[0087]
In the gear transmission for an automatic transmission according to the embodiment, the following advantages are also achieved.
[0088]
(1) Since the gear shifting to the adjacent gear stage is performed by releasing one engaging element and engaging one engaging element, the shift shock can be easily reduced.
[0089]
(2) Although it is a device that performs shift control of six forward speeds and one reverse speed, the shift control is performed because the number of engagement elements required for gear shifting is only six, that is, four clutches and two brakes. Becomes easy.
[0090]
(3) Since the gear ratio of each gear stage is close to the target gear ratio and the ratios between adjacent gear stages of the gear ratios are arranged in a nearly geometric series, the change in engine rotation is almost the same during gear shifting. By changing and achieving a shift in a torque band with good engine characteristics without being affected by the gear ratio, the power performance is excellent.
[0091]
Here, the reason why the gear ratio of each gear stage can be brought close to the target gear ratio and the ratio between adjacent gear stages of the gear ratio can be arranged almost in a geometric series is described. When the power transmission path of the three planetary gears is not always connected to the gear train, and the power transmission path can be selected by engaging and releasing the first clutch C1, so that the first clutch C1 is in a released state. This is because the collinear diagram and the collinear diagram when the first clutch C1 is in the engaged state are drawn separately, and the gear ratio setting freedom at each gear stage is greatly increased.
[0092]
Specifically, as described above, the same gear ratio ρ₁, Ρ₂, Ρ₃  As shown in the modification, the gear transmission mechanism using the planetary gears PG1, PG2, and PG3 having different gear ratios can be obtained for the second speed and the third speed by changing the engagement conditions.
[0093]
(4) Only three single pinion type planetary gears are used, not an add-on type, but an integral type, and the number of engaging elements required for shifting is 4 clutches and 2 brakes 6 Since only a single device is used, the configuration is simple, and a small size, light weight, and low cost can be achieved.
[0094]
While the embodiments have been described with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope not departing from the gist of the present invention are included in the present invention.
[0096]
In the embodiment, an example of a gear transmission mechanism for an automatic transmission that uses only engagement elements necessary for shifting has been described. However, a one-way clutch or a one-way clutch is inserted to simplify control. However, it is natural to add brake means so that engine braking works on the coasting side, and to determine the elements that connect the input shaft and output shaft and the elements that should be fixed to the case as appropriate. By the way.
[0097]
【The invention's effect】
Claim 1Gear transmission for automatic transmissionIn this case, the single pinion type first planetary gear, the single pinion type second planetary gear, the single pinion type third planetary gear, the first sun gear, the second ring gear, and the third sun gear are integrated. A three-element connecting member to be connected, a two-element connecting member for integrally connecting the first carrier and the second carrier, and a clutch for selectively connecting the two-element connecting member and the third ring gear via a connection / disconnection clutch An intervening connecting member;A planetary gear train for an automatic transmission comprising: a three-element connecting member, a third carrier, a third ring gear, a first ring gear, a second sun gear, a two-element connecting member, a first rotating member, a second rotating member, and a third element, respectively. The rotating member, the fourth rotating member, the fifth rotating member, and the sixth rotating member are connected, and the first rotating member, the fifth rotating member, and the sixth rotating member are respectively connected to the input shaft through the clutch, and the second rotating member is connected. The member and the third rotating member are each connected to the case via a brake, the fourth rotating member is connected to the output shaft, and one gear stage is connected to or disconnected from the connecting / disconnecting clutch and three of the three clutches or two brakes or An apparatus provided with a shift control means that obtains a plurality of gear stages by an engagement release control law that is obtained by a combination with two engagements and that is not double-changed between adjacent gear stagesTherefore, it is possible to provide an effect of providing a gear transmission for an automatic transmission that can easily reduce shift shock, can easily perform shift control, has excellent power performance, and has a simple configuration.
[Brief description of the drawings]
FIG. 1 is a claim correspondence diagram showing a planetary gear train for an automatic transmission according to the present invention.
FIG. 2 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of the embodiment device.
FIG. 3 is a collinear diagram showing member rotation states at each gear stage in the shift control in the embodiment device;
FIG. 4 is a diagram showing an engagement logic table at each gear stage in the shift control in the embodiment device.
FIG. 5 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a first modification of the embodiment device;
FIG. 6 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a second modification of the embodiment device;
FIG. 7 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of a conventional apparatus.
FIG. 8 is a collinear diagram showing member rotation states at each gear stage in the shift control in the conventional device.
FIG. 9 is a diagram showing an engagement logic table at each gear stage in the shift control in the conventional device.
FIG. 10 is an engine torque characteristic diagram with respect to engine speed with a throttle opening as a parameter.
[Explanation of symbols]
a First planetary gear
b Second planetary gear
c Third planetary gear
d Three-element linked member
e Two-element linked member
f Connection / disconnection clutch
g Clutch interposing connection member

Claims (1)

A first sun gear, a first ring gear, and a first planetary gear of a single pinion type comprising a first carrier for holding a pinion meshing with both gears;
A second planetary gear of a single pinion type comprising a second sun gear, a second ring gear, and a second carrier for holding a pinion meshing with both gears;
A third planetary gear of a single pinion type comprising a third sun gear, a third ring gear, and a third carrier for holding a pinion meshing with both gears;
A three-element connecting member that integrally connects the first sun gear, the second ring gear, and the third sun gear;
A two-element connecting member for integrally connecting the first carrier and the second carrier;
A clutch interposed connecting member for selectively connecting the two element connecting member and the third ring gear via a connecting / disconnecting clutch;
In an automatic transmission planetary gear train comprising:
The three-element connecting member, the third carrier, the third ring gear, the first ring gear, the second sun gear, and the two-element connecting member respectively include a first rotating member, a second rotating member, a third rotating member, a fourth rotating member, and a fifth Connecting the rotating member and the sixth rotating member;
The first rotating member, the fifth rotating member, and the sixth rotating member are each connected to an input shaft via a clutch, the second rotating member and the third rotating member are connected to a case via a brake, Connect the 4 rotation member to the output shaft,
One gear stage is obtained by a combination of disengagement / engagement of the clutch / disengagement clutch and engagement of three or two of the three clutches and two brakes, and the disengagement control without double switching between adjacent gear stages. A gear transmission for an automatic transmission, characterized in that a shift control means for obtaining a plurality of gear stages according to the law is provided.

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