JP3341613B2 - Automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission mounted on a motor vehicle, and more particularly, to an automatic transmission provided with a first (main) transmission mechanism and a second (sub) transmission mechanism, and having a plurality of shift stages. The present invention relates to an automatic transmission capable of shifting.

[0002]

2. Description of the Related Art Conventionally, an automatic transmission in which a main transmission and a subtransmission are connected in series to perform a multi-stage shift such as four to five forward steps has been proposed in Japanese Patent Application Laid-Open No. Sho 61-244951. Have been.

FIG. 1 is a diagram showing an example of the automatic transmission 100. As shown in FIG. 1, the automatic transmission 100 includes a torque converter 4, a three-speed main transmission mechanism 2, a three-speed auxiliary transmission mechanism 5, And a differential device 13 which is housed in a case.

The main transmission mechanism 2 has a planetary gear unit 15 including a simple planetary gear 9 and a double pinion planetary gear 7, and includes a first brake B1, a second brake B2, and a third brake B.
3. First (forward) clutch C1, second (direct) clutch C2, first one-way clutch F1
And a plurality of friction engagement elements composed of a second one-way clutch F2. And this main transmission mechanism 2
According to the present invention, the forward third speed can be achieved by a combination of on / off of these friction engagement elements.

On the other hand, the auxiliary transmission mechanism 5 has a counter shaft 6a.
, Output gear 16 and first simple planetary gear 1
0, a second simple planetary gear 11 and a fourth brake B4, a fifth brake B5 and a U
A plurality of frictional engagement elements including a D direct clutch C3 are provided. The auxiliary transmission mechanism 5 is configured to move forward 3 by the combination of ON / OFF of these friction engagement elements.
Speed can be achieved.

The main transmission mechanism 2 and the auxiliary transmission mechanism 5
Can be shifted to the third speed, so that the automatic transmission as a whole can be shifted to the ninth speed (see symbols a to i in FIG. 2). However, from the viewpoint of preventing a so-called busy shift, a, d, and The fifth speed is set to e, f, and i.

[0007]

In the above-described automatic transmission 100, the sub-transmission mechanism 5 is driven by the second speed or the third speed.
When the speed is high, the fourth brake B4 or the UD direct clutch C3 among the friction engagement elements is operated. In that case (that is, the auxiliary transmission mechanism 5
Is the second or third speed), the main transmission mechanism 2 is the second or third speed (see symbols e, f, and i shown in FIG. 2), and a small torque is transmitted from the main transmission mechanism 2 to the auxiliary transmission mechanism 5. , The engagement force of the fourth brake B4 and the UD direct clutch C3 is designed to be the minimum necessary in accordance with the transmitted torque.

However, when the main transmission mechanism 2 is in the above-mentioned state (ie, the state in which the fourth brake B4 or the UD direct clutch C3 is actuated and the auxiliary transmission mechanism 5 is in the second or third speed), the main transmission mechanism 2 is not operated for some reason. When the gear is downshifted to the first speed, the torque from the engine increased by the deceleration of the main transmission mechanism 2 is input to the auxiliary transmission mechanism 5, and the fourth brake B4 or the UD direct clutch C
There was a problem that the durability of No. 3 was reduced.

Accordingly, an object of the present invention is to provide an automatic transmission that prevents the durability of the subtransmission mechanism from lowering.

[0010]

The invention according to claim 1 is
An input member (4) for transmitting power from the engine, an output member (13) for transmitting power to the wheels, and a plurality of gears including first and second speeds connected to the input member (4). First transmission mechanism (2) to be achieved and said output member (13)
Second speed change mechanism (5) interposed between the first speed change mechanism (2) and the first speed change mechanism (2) to achieve a plurality of shift speeds including first speed and second speed
Wherein the first transmission mechanism (2) is provided with a first solenoid valve (S1). The automatic transmission (1) performs a shift by switching the gear position of the two transmission mechanisms (2, 5). ) And the first solenoid valve (S1)
A first shift valve (20) that is switched between a case of a first speed and a case of a speed other than the first speed, wherein the second transmission mechanism (5) includes a second solenoid valve (S3);
A second shift valve (22) that is switched by the second solenoid valve (S3) between a first speed and a case other than the first speed, and the second shift valve (22) is When the speed is changed to other than the first speed, the signal pressure from the first solenoid valve (S1) to the first shift valve (20) is not supplied to the first shift valve (20). , The first transmission mechanism (2) is 1
Automatic transmission, wherein the automatic transmission is not shifted to high speed.

Further, according to a second aspect of the present invention, the signal pressure from the first solenoid valve (S1) to the first shift valve (20) is controlled by the second shift valve (2).
2), and when the second shift valve (22) is switched to a speed other than the first speed, the first solenoid valve (S1) switches to the first shift valve (20). ) Is shut off by the second shift valve (22) and the first shift valve (2) is shut off.
0), and the first transmission mechanism (2) is not shifted to the first speed.

[0012]

According to the above construction, the power from the engine is transmitted to the wheels via the input member (4), the first transmission mechanism (2), the second transmission mechanism (5), and the output member (13). Here, when the second shift mechanism (5) is set to other than the first speed by switching the second shift valve (22) by the second solenoid valve (S3), the first solenoid valve (S1) is used. Is not supplied to the first shift valve (20), and the first transmission mechanism (2) is not shifted to the first speed. When the second speed change mechanism (5) is set to the first speed, the signal pressure of the first solenoid valve (S1) is supplied to the first shift valve (20). Therefore, by switching the first shift valve (20) by the first solenoid valve (S1), the first speed change mechanism (2) can be shifted to the first speed or a speed other than the first speed.

The reference numerals in the parentheses are for comparison with the drawings, but do not limit the configuration of the present invention.

[0014]

According to the first aspect of the invention, when the second speed change mechanism is set to a speed other than the first speed, the first speed change mechanism is set to 1 speed.
The gear is not changed to a high speed. Therefore, a large torque does not act on the second transmission mechanism, and it is possible to prevent the durability from being reduced. When the second speed change mechanism is in the first speed, the first speed change mechanism is in the 1st speed.
The speed can be freely changed to a speed other than the first speed or the first speed.
Therefore, the occurrence of overrev can be avoided, and the vehicle can be driven at an appropriate gear.

According to the second aspect of the present invention, the above-mentioned effect is achieved by supplying the signal pressure of the first solenoid valve to the first shift valve via the second shift valve. I have. Therefore, it is not necessary to separately add a dedicated shift valve or the like, and the hydraulic circuit can be made compact.

[0016]

Embodiments of the present invention will be described below with reference to the drawings.

The five-speed automatic transmission 1 has, as shown in FIG.
A torque converter (input member) 4 to which power from the engine is transmitted;
A third-speed main transmission mechanism (first transmission mechanism) 2 for achieving the first to third speeds, and a third-speed auxiliary transmission mechanism (second transmission mechanism) connected to the main transmission mechanism 2 for achieving the first to third speeds Transmission mechanism) 5;
A differential device (output member) 13 that is connected to the subtransmission mechanism 5 and transmits power to wheels is provided, and these are housed in a case.

The torque converter 4 includes a pump impeller 4a connected to a crankshaft E of the engine and driven to rotate, and a turbine liner 4b attached to the input shaft 3a and rotatably supported. When the impeller 4a is rotationally driven, the turbine liner 4b is rotationally driven via hydraulic oil. Also,
A lock-up clutch 4c is interposed between the pump impeller 4a and the turbine liner 4b so that they can be connected directly.

The main transmission mechanism 2 has a planetary gear unit 15 composed of a simple planetary gear 9 and a double pinion planetary gear 7. The simple planetary gear 9 includes a first sun gear S1, a ring gear R1, and a first pinion P meshed with these gears.
1, the other double pinion planetary gear 7 includes a second sun gear S2, a ring gear R2, a pinion P2a meshed with the second sun gear S2 (hereinafter, referred to as an “inner pinion P2a”), and an inner pinion P2a; The pinion P2b (hereinafter, referred to as the pinion P2b) meshed with the ring gear R2.
“Outer pinion P2b”). Also,
These three pinions P1, P2a, P2b are rotatably supported by a common carrier CR. Further, the first sun gear S1 of the simple planetary gear 9 and the second sun gear S2 of the double pinion planetary gear 7 are both rotatably supported by the input shaft 3a, and the diameter of the first sun gear S1 is larger than that of the second sun gear S2. (The number of teeth increases). In addition, the first
The pinion P1 and the inner pinion P2a are connected to each other and configured to rotate integrally, and are designed so that the first pinion P1 has a smaller diameter (the number of teeth is smaller) than the inner pinion P2a. . Further, the above-mentioned carrier CR is connected to a counter drive gear 8 which is an output member of the main transmission mechanism 2.

The main transmission mechanism 2 includes a first brake B1, a second brake B2, a third brake B3, a first (forward) clutch C1, a second (direct) clutch C2, and a first (direct) clutch C2. It has a plurality of friction engagement elements consisting of a one-way clutch F1 and a second one-way clutch F2.

The first brake B1 is connected to the second sun gear S2 so that the second sun gear S2 can be stopped. Also, the second brake B2 is
Second sun gear S via first one-way clutch F1
2 so that the second sun gear S2 can be stopped. Further, the third brake B3 is
And is connected to the ring gear R2 of the double pinion planetary gear 7 in parallel with the one-way clutch F2. Still further, the first (forward) clutch C
Numeral 1 is interposed between the ring gear R1 and the input shaft 3a so as to directly connect them. Also,
The second (direct) clutch C2 is connected to the first sun gear S
1 and the input shaft 3a, so that they are directly connected.

On the other hand, the auxiliary transmission mechanism 5 has a counter shaft 6a.
, Output gear 16 and first simple planetary gear 1
0 and a second simple planetary gear 11. The counter shaft 6a is rotatably supported by a case via a bearing so as to be parallel to the input shaft 3a.

The first simple planetary gear 10 is of a Simpson type, and has a counter shaft 6a.
A third sun gear S3 rotatably supported by the ring gear R3, a third sun gear S3 and a ring gear R3.
A third pinion P3 meshed with the third pinion P3;
And a carrier CR3 that supports the carrier CR3. The ring gear R3 is meshed with the counter drive gear 8 on the main transmission mechanism side via the counter driven gear 17, and the carrier CR3 is connected to the counter shaft 6a.

The other second simple planetary gear 11
Is also a Simpson type, and the counter shaft 6
a, a fourth sun gear S4 rotatably supported by the ring gear R, a fourth sun gear S4 and a ring gear R.
4 and a fourth pinion P4 meshed with the fourth pinion P4.
And a carrier CR4 supporting the carrier CR4. In addition,
The ring gear R4 is connected to the counter shaft 6a and is configured to rotate integrally with the carrier CR3. Also, a third sun gear S on the first simple planetary gear side.
3 and the fourth sun gear S4 on the second simple planetary gear side are connected to form a Simpson type gear train.

Also, the first simple planetary gear 10
Between the carrier CR3 and the sun gears S3 and S4.
A D direct clutch C3 is interposed, and these are appropriately connected. In addition, sun gear S
3, S4 is a fourth brake B composed of a band brake
4 can be stopped. Furthermore, the carrier CR of the second simple planetary gear 11
4 can be stopped by the fifth brake B5.

On the other hand, a differential device 13 is disposed near the output gear 16 and between the left and right front wheel axles 14l, 14r. The differential device 13 has a ring gear 19 meshed with the output gear 16, and the rotation from the ring gear 19 branches right and left and is transmitted to the left and right front wheel axles 14l and 14r.

By the way, the automatic transmission 1 according to the present embodiment achieves a plurality of shift speeds by selectively operating the friction engagement element based on a shift pattern determined by a vehicle running condition and an engine output. It is supposed to. Here, the operation of the automatic transmission 1 will be described with reference to the operation table shown in FIG.

First speed (1S) in the D (drive) range
In the T) state, the forward clutch C1 on the main transmission mechanism side
To connect the input shaft 3a and the ring gear R1 of the simple planetary gear, and operate the second one-way clutch F2 to hold the ring gear R2 in a stopped state. Then, the rotation of the input shaft 3a is transmitted via the forward clutch C1 to the ring gear R of the simple planetary gear.
1, since the ring gear R2 is stopped as described above, the first sun gear S1 and the second sun gear S2 idle in the opposite directions, and the common carrier CR
(I.e., the counter gear 8) is greatly reduced in the forward direction. That is, the main transmission mechanism 2 enters the first speed state. The other auxiliary transmission mechanism 5 operates the fifth brake B5 to hold the carrier CR4 in the stopped state, and shifts to the first speed state. Therefore, the rotation of the input shaft 3a is greatly reduced by the main transmission mechanism 2, transmitted to the sub transmission mechanism 5 via the counter gears 8, 17 and the ring gear R3, further reduced, and output from the output gear 16. Is done. That is, the first speed state of the main transmission mechanism 2 and the first speed state of the auxiliary transmission mechanism 5 are combined to obtain the first speed in the automatic transmission 1 as a whole.

In the second speed (2ND) state, the forward clutch C1 on the main transmission mechanism side is connected, the input shaft 3a is connected to the ring gear R1 of the simple planetary gear, and the second brake B2 is operated. The second sun gear S2 is stopped by the action of the first one-way clutch F1. Then, the rotation of the input shaft 3a is transmitted via the forward clutch C1 to the ring gear R of the simple planetary gear.
1, the ring gear R2 and the first sun gear S1 idle in the forward direction, and the common carrier CR (that is, the counter gear 8) is decelerated and rotated in the forward direction. That is, the main transmission mechanism 2 enters the second speed state. Similarly to the above, the other auxiliary transmission mechanism 5 operates the fifth brake B5 to hold the carrier CR4 in the stop state, and shifts to the first speed state.
Therefore, the rotation of the input shaft 3a is transmitted to the sub transmission mechanism 5 via the counter gears 8, 17 and the ring gear R3 after being reduced by the main transmission mechanism 2, and further reduced and outputted from the output gear 16. . That is, the second speed state of the main transmission mechanism 2 and the first speed state of the auxiliary transmission mechanism 5 are combined to obtain the second speed in the automatic transmission 1 as a whole.

In the third speed (3RD) state, the forward clutch C1 and the second brake B2 are operated to maintain the main speed change mechanism 2 in the second speed state as described above. In the other auxiliary transmission mechanism 5, the fifth brake B5 is deactivated and the fourth brake B4 is activated, and the sun gears S3 and S4 are stopped. As a result, the subtransmission mechanism 5 enters the second speed state. In other words, the second speed state of the main transmission mechanism 2 and the second speed state of the auxiliary transmission mechanism 5 are combined, and the third speed can be obtained as a whole of the automatic transmission 1.

In the fourth speed (4TH) state, the main transmission mechanism 2 is maintained in the second speed state as described above. Further, in the other auxiliary transmission mechanism 5, the fourth brake B4 is deactivated and the UD direct clutch C3 is operated, and the carrier CR3 (ring gear R3) and the sun gears S3, S4
And are linked. Thereby, the planetary gears 10, 1
1 rotates integrally, and the subtransmission mechanism 5 enters the third speed state. That is, the second speed state of the main transmission mechanism 2 and the third speed state of the auxiliary transmission mechanism 5 are combined, so that the entire automatic transmission 1 can obtain the fourth speed.

In the fifth speed (5TH) state, the forward clutch C1 and the direct clutch C2 on the main speed change mechanism are operated to connect both the ring gear R1 and the first sun gear S1 to the input shaft 3a. Thus, when the input shaft 3a rotates, the planetary gear unit 15 is directly connected and rotates integrally. That is, the main transmission mechanism 2 enters the third speed state. The other auxiliary transmission mechanism 5 is in the third speed state as described above. In other words, the third speed state of the main transmission mechanism 2 and the third speed state of the auxiliary transmission mechanism 5 are combined to obtain the fifth speed in the automatic transmission 1 as a whole.

In the R (reverse) range,
In the main transmission mechanism 2, the direct clutch C2 and the third brake B3 are engaged, so that the input shaft 3a and the first sun gear S1 are directly connected, and the ring gear R2 of the double pinion planetary gear is stopped. As a result, the carrier CR also reverses while the ring gear R1 of the simple planetary gear idles in the reverse direction. Further, the sub-transmission mechanism 5 is engaged in the fifth brake B5, the carrier CR4 is stopped, and the first speed state is maintained. Therefore, the reverse rotation of the main transmission mechanism 2 and the first speed rotation of the sub transmission mechanism 5 are combined, and the output gear 16 outputs the reverse rotation reduced rotation.

Next, the hydraulic circuit of the automatic transmission 1 will be described.
This will be described with reference to FIG.

The automatic transmission 1 has at least five shift valves 20, 21, 22, 23 and 25 (hereinafter referred to as “first shift valve 20” and “second shift valve 2, respectively”).
1 "," third shift valve 22 "," fourth shift valve 23 "and" fifth shift valve 25 ") and at least five solenoid valves S1, S2 for driving these shift valves 20,. S3, S4, S5 (hereinafter referred to as "first solenoid valve S1", "second
Solenoid valve S2 "," third solenoid valve S
3 "," fourth solenoid valve S4 "and" fifth solenoid valve S5 ").

Of these, the first shift valve (first shift valve) 20, the second shift valve 21, the first solenoid valve (first solenoid valve) S1, and the second solenoid valve S2 control the main transmission mechanism 2. This is for shifting the main transmission mechanism 2 to the first to third speeds. The first shift valve 20 is connected to the main transmission mechanism 2.
Is switched by the first solenoid valve S1 between the case of the first speed and the case other than the first speed (that is, the case of the second speed or the third speed). The second shift valve 21 is switched by the second solenoid valve S2 when the main transmission mechanism 2 is in the first, third and second speeds.

On the other hand, the third shift valve (second shift valve) 22, the fourth shift valve 23, the third solenoid valve (second solenoid valve) S3, and the fourth solenoid valve S4 constitute the auxiliary transmission mechanism 5. This is for shifting the sub-transmission mechanism 5 to the first to third speeds. The third shift valve 22 is provided when the auxiliary transmission mechanism 5 is in the first speed or in a case other than the first speed (that is, the second speed or the third speed).
(In the case of high speed), and can be switched by the third solenoid valve S3. The fourth shift valve 23 is configured to be switched by the fourth solenoid valve S4 when the auxiliary transmission 5 is in the first, second and third speeds. Further, the fifth shift valve 25 is switched by a fifth solenoid valve S5.

By the way, in the present embodiment, the first
The signal pressure from the solenoid valve S1 to the first shift valve 20 is supplied via the third shift valve 22, and when the auxiliary speed change mechanism 5 is not in the first speed (that is, in the second speed or the third speed). In the case), the signal pressure from the first solenoid valve S1 to the first shift valve 20 is cut off by the third shift valve 22 and is not supplied to the first shift valve 20, and the main transmission mechanism 2 shifts to the first speed. Is not shifted.

Each solenoid valve S1, S2, S3, S
4 and S5 are ON / OFF controlled as shown in FIG. 6 to control the respective shift valves 20, 21, 22, 23 and 25 to control the clutches C1, C2 and C3 and the brakes B1 and B2 based on the respective hydraulic servos. , B3, B4, and B5.

Next, the operation of the present embodiment will be described.

According to the present embodiment, the power from the engine is transmitted to the wheels via the crankshaft E, the main transmission mechanism 2, the auxiliary transmission mechanism 5, the output gear 16, and the like.

Here, when the subtransmission mechanism 5 is in the first speed, that is, when the third shift valve 22 is operating the fifth brake B5, the first solenoid valve S1
Is supplied to the first shift valve 20 via the third shift valve 22, so that the shift speed of the main transmission mechanism 2 can be freely selected in the first, second, and third speed ranges.

On the other hand, when the auxiliary transmission mechanism 5
In the case of the high speed, that is, when the third shift valve 22 is not operating the fifth brake B5, the signal pressure of the first solenoid valve S1 is cut off by the third shift valve 22 and the first shift valve is turned off. Not supplied to 20,
The shift speed of the main transmission mechanism 2 is not the first speed.

Next, the effect of the present embodiment will be described.

According to this embodiment, the auxiliary transmission mechanism 5 is
When the transmission is set to the third speed or the third speed, the main transmission mechanism 2 is not shifted to the first speed. Therefore, a large torque does not act on the friction engagement elements (B4, C3) of the subtransmission mechanism 5, and it is possible to prevent the durability from being reduced.

According to the present embodiment, when the auxiliary transmission mechanism 5 is set to the first speed, the speed of the main transmission mechanism 2 can be freely selected in the range of the first, second and third speeds. It has become. Therefore, it is possible to travel at an appropriate gear.

In other words, for example, when the main transmission mechanism 2 is forcibly downshifted to the first speed when the auxiliary transmission mechanism 5 is in the first speed, the auxiliary transmission mechanism 5 may be driven for some reason (for example, a stick). ), The main transmission mechanism 2 is automatically shifted down to the first speed, and an overrev of the engine occurs. However, according to the present embodiment, when the auxiliary transmission mechanism 5 is in the first speed, the shift speed of the main transmission mechanism 2 can be freely selected in the range of the first, second, and third speeds. Therefore, the vehicle can be driven at an appropriate speed.

Further, according to the present embodiment, the above-mentioned effect is achieved by supplying the signal pressure of the first solenoid valve S1 to the first shift valve 20 via the third shift valve 22. Therefore, it is not necessary to separately add a dedicated shift valve or the like, and the hydraulic circuit can be made compact.

[Brief description of the drawings]

FIG. 1 is a diagram showing a skeleton of a conventional automatic transmission.

FIG. 2 is a diagram showing a combination of a shift speed of a main speed change mechanism and a shift speed of a sub speed change mechanism.

FIG. 3 is a diagram showing a skeleton of the automatic transmission according to the present invention.

FIG. 4 is a diagram showing the relationship between the gear position of the automatic transmission and the operation of each friction engagement element.

FIG. 5 is a diagram for explaining a hydraulic circuit of the automatic transmission according to the present invention.

FIG. 6 is a diagram showing the operation of each position of the hydraulic control circuit.

[Explanation of symbols]

Reference Signs List 1 automatic transmission 2 main transmission mechanism (first transmission mechanism) 4 torque converter (input member) 5 auxiliary transmission mechanism (second transmission mechanism) 13 differential device (output member) 20 first shift valve (first shift valve) 22 3rd shift valve (2nd shift valve) S1 1st solenoid valve (1st solenoid valve) S3 3rd solenoid valve (2nd solenoid valve)

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Hiroshi Tsutsui 10 Takane, Fujii-machi, Anjo-shi, Aichi Prefecture Inside Aisin AW Co., Ltd. JP-A-8-178058 (JP, A) JP-A-61-45161 (JP, A) JP-A-62-2052 (JP, A) JP-A-61-55451 (JP, A) JP-A-62-278341 (JP) JP-A-61-244951 (JP, A) JP-A-4-185967 (JP, A) JP-A-62-31744 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB Name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (2)

(57) [Claims] 1. An input member to which power from an engine is transmitted, an output member to transmit power to wheels, and a first member connected to the input member to achieve a plurality of gears including first and second speeds. A speed change mechanism, and a second speed change mechanism interposed between the output member and the first speed change mechanism to achieve a plurality of shift speeds including a first speed and a second speed. An automatic transmission for performing a shift by switching a gear position, wherein the first transmission mechanism is switched by a first solenoid valve between a first speed and a case other than the first speed by the first solenoid valve. A second shift valve, wherein the second speed change mechanism is switched between a first speed and a case other than the first speed by the second solenoid valve. And have , When said second shift valve is switched to other than the first speed, the first from the first solenoid valve
Wherein the signal pressure to the shift valve is not supplied to the first shift valve, and the first transmission mechanism is not shifted to the first speed. 2. A signal pressure from the first solenoid valve to the first shift valve is supplied through the second shift valve, and the second shift valve switches to a speed other than the first speed. The first solenoid valve from the first solenoid valve.
The signal pressure to the shift valve is shut off by the second shift valve and is not supplied to the first shift valve.
The automatic transmission according to claim 1, wherein the first transmission mechanism is not shifted to the first speed.