JPH025939B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to an automatic transmission for an automobile, and particularly to an automatic transmission with an overdrive mechanism. [Prior Art] In an automatic transmission comprising a torque converter and a multi-stage gear transmission having a plurality of gear stages, an overdrive planetary gear transmission for overdrive is disposed between the torque converter and the multi-stage gear transmission mechanism. Automatic transmissions with drive mechanisms are already known. For example, in Japanese Patent Application Laid-Open No. 55-63052, the planetary gear transmission of an overdrive planetary gear transmission is coupled to the turbine of a torque converter, and the internal gear is coupled to an input member of a multi-stage gear transmission. An automatic transmission is disclosed. In this automatic transmission, when the sun gear and planetary carrier are connected by a direct coupling clutch,
The planetary gear mechanism rotates as one, the turbine of the torque converter is directly connected to the input member of the multi-gear transmission, and when the sun gear is engaged with the case side by the overdrive brake,
The turbine of the torque converter is coupled in overdrive to the input member of the multi-gear transmission via this planetary gear set. The multi-stage gear transmission mechanism has two sets of planetary gear mechanisms, and, as is well known, provides three forward speeds and one reverse speed. However, in the transmission described in this patent publication, the gears constituting the multi-gear transmission mechanism and the clutch and brake for controlling the gears have no commonality with those of the overdrive mechanism, and therefore each part has to be used separately. Since it has to be designed separately, it becomes expensive and parts management becomes complicated. [Problems to be Solved by the Invention] The present invention solves the above-mentioned problems in conventional automatic transmissions with an overdrive mechanism, and provides an overdrive mechanism in which the overdrive mechanism can be configured almost entirely from parts of the same design as the multi-gear transmission mechanism. The purpose is to provide automatic transmissions with automatic transmissions. [Means for Solving the Problems] That is, the automatic transmission of the present invention is one in which an overdrive transmission mechanism is provided between a torque converter and a multi-gear transmission mechanism having a plurality of gear stages. The basic structure of the overdrive transmission mechanism is a planetary gear mechanism in which the gears or other parts are reversed from the front to the rear of the planetary gear mechanism that constitutes the multi-stage gear transmission mechanism. More specifically, the overdrive transmission mechanism includes a first
The overdrive planetary gear mechanism includes a sun gear, a first internal gear, a first planetary gear, and a first planetary carrier that rotatably supports the first planetary gear. and an overdrive brake that engages the first sun gear toward the transmission case, and the first planetary carrier is connected to the end of the overdrive planetary gear mechanism opposite to the torque converter. the direct clutch and the overdrive brake are opposite to the torque converter of the overdrive planetary gear mechanism; These direct clutch and overdrive brake components are arranged at the side end and are connected to a cylindrical part extending axially on the diametrically outer side of the overdrive planetary gear mechanism and the cylindrical part at the torque converter side end of the cylindrical part. connected to the first sun gear via a wall portion continuous with the shaped portion and extending diametrically inward;
The first internal gear constitutes an output part of the overdrive transmission mechanism, and the multi-stage gear transmission mechanism includes at least one of a second sun gear, a second internal gear, a second planetary gear, and the second planetary gear. The second internal gear is configured to be connectable to the first internal gear, and the second planetary carrier is configured to provide an overdrive speed change of the planetary gear mechanism for speed change. The second shaft is disposed at the end on the mechanism side and passes through the second sun gear.
an intermediate brake that is coupled to the output shaft via a shaft portion and that couples the second sun gear to the transmission case side; and a high and reverse clutch that is capable of coupling the first internal gear to the second sun gear; A forward clutch capable of coupling the first internal gear to the second internal gear is provided, and an intermediate brake and a high-speed clutch are provided.
The high and reverse clutch and the forward clutch are arranged at the end of the overdrive transmission mechanism side of the planetary gear mechanism for speed change, and the components of the high and reverse clutch and intermediate brake are the planetary gear for speed change. A cylindrical portion extends axially diametrically outwardly of the mechanism and is connected to the second sun gear via a wall portion extending diametrically inwardly at an end of the cylindrical portion opposite the overdrive mechanism. [Effects of the Invention] Since the automatic transmission of the present invention is configured as described above, many of the parts of the overdrive transmission mechanism have substantially the same shape as those of the multi-stage gear transmission mechanism provided at the subsequent stage. In addition, the required gear ratio can be obtained without any problem. In other words, it becomes possible to standardize the design. Here, the commonality of design specifically refers to the following contents. When performing design such as strength calculation,
Determining the magnitude of the acting force itself does not add much to the design effort. What is important in order not to increase the number of design steps is to be able to use parts that have approximately the same shape. In other words, it is only necessary that the shape of the part, the way of connection with other parts, etc. be the same, and for example, differences in the length of the cylindrical part can be included in this range. On the other hand, when manufacturing actual power transmission parts, it is necessary to provide strength that exceeds that obtained by mere calculation values depending on the magnitude of the impact load and the magnitude of the clearance. , it is necessary to improve the clearance to obtain the necessary strength and requires a great deal of effort. In such cases, the absolute value of the torque is not so important, and if the manner of damage can be predicted,
As a solution, increasing the wall thickness and increasing or decreasing the clearance can be adopted. In this respect, by using members of substantially the same shape that have the same connection, support, and shape, it is possible to easily determine the member of the actual product shape from the calculated values. By standardizing the design mentioned above,
Various advantages can be obtained. First, the manufacturing costs of parts, especially the design costs, which account for a large proportion of them, will become cheaper. The shapes of each part are almost the same, and therefore the calculation of the strength and accuracy of each part, the same method of solving problems such as lubrication methods, etc., so as mentioned above, the same philosophy should be applied during design. This makes it possible to reduce the amount of effort required for design. Second, component management such as dimension management in the manufacturing process becomes easier. Furthermore, not only can the manufacturing steps be shared, and dimensional control is simplified, but since the general shapes are the same, manufacturing equipment can also be shared. Furthermore, with the standardization of designs, it may become possible to standardize parts to some extent. Taking the embodiment described later as an example, internal gears 55 and 29 or sun gears 53 and 24 can be used in common. in this case,
If the internal gear is shared, other brakes 5
It becomes possible to use facings of the same diameter for the clutches 6, 30 and the clutches 54, 27,
The effect of sharing will be greater. If the gear ratios are the same, all the gears can be shared, but even if the gear ratios are different, the same gears can be shared, as described above. Further, in the present invention, since the direct clutch is arranged to engage the first sun gear and the first internal gear, the first
The transmission torque of the direct clutch and the transmission torque of the planetary carrier can be reduced compared to an arrangement in which the sun gear and the first planetary carrier are engaged with each other (for example, as described in Japanese Patent Application Laid-Open No. 56-46144). That is, in the arrangement of the present invention, when the engine torque is T _E and the gear ratio is α, the transmission torque of the direct clutch becomes (α/1+α) _TE , which becomes the transmission torque T _E of the planetary carrier. On the other hand, in the arrangement where the first sun gear and the first planetary carrier are engaged with each other, the transmission torque of the clutch is αT _E and the transmission torque of the planetary carrier is (1+
α) T _E becomes. The gear ratio α of the overdrive planetary gear mechanism 50 of the embodiment whose arrangement will be described later is
When compared with the condition of 0.46, in the present invention, the transmission torque of the direct clutch and planetary carrier can be reduced by 1/1.46. [Examples] Examples of the present invention will be described below. FIG. 1 is a schematic diagram showing an example of an automatic transmission with an overdrive mechanism equipped with a control device of the present invention. The overdrive planetary gear mechanism 50 is arranged between the transmission mechanism 20 and the transmission mechanism 20. The torque converter 10 includes a pump impeller 11 coupled to the engine output shaft 1 via a converter cover 11a, a turbine runner 12 disposed opposite to the pump impeller 11, and a structure between the pump impeller 11 and the turbine runner 12. The output shaft 14 is coupled to the turret pin 12. A lock-up clutch 1 is provided between the output shaft 14 and the pump impeller 11.
5 is provided. This lockup clutch 15
is constantly pushed in the engagement direction (to the left in FIG. 1) by the hydraulic pressure circulating within the torque converter 10, and the lock-up oil chamber formed between the lock-up clutch 15 and the converter cover 11a. 60 from the outside, the lock-up piston is moved to the right in FIG. 1 by the release hydraulic pressure, and the lock-up piston is held in the lock-up released state. The multi-stage gear transmission mechanism 20 includes a first planetary gear mechanism 2
1 and a second planetary gear mechanism 22, the sun gear 23 of the first planetary gear mechanism 21 and the second planetary gear mechanism 22
It is connected to a sun gear 24 by a connecting shaft 25. The input shaft 26 of the multi-stage gear transmission mechanism 20 is
Connecting shaft 2 via and reverse clutch 27
5 and to an internal gear 29 of the first planetary gear mechanism 21 via a forward clutch 28. An intermediate brake 30 is provided between the connecting shaft 25, that is, the sun gears 23, 24, and the transmission case. The intermediate brake 30, the high and reverse clutch 27, and the forward clutch 28 are arranged at the end of the planetary gear mechanism 21 on the overdrive planetary gear transmission mechanism 50 side, and the high and reverse clutch 27 The components of the intermediate brake 30 include a cylindrical portion 58a extending axially outside the planetary gear mechanism 21 in the diametrical direction;
A bell-shaped connecting shell 58 that is formed continuously with the cylindrical portion 58a and extends diametrically inward at the end opposite to the overdrive planetary gear transmission mechanism 50. , are coupled to sun gears 23 and 24. Planetary carrier 31 of the first planetary gear mechanism 21
and the internal gear 3 of the second planetary gear mechanism 22
3 is connected to an output shaft 34. The planetary carrier 31 is disposed at the end of the first planetary gear mechanism 21 on the overdrive planetary gear transmission mechanism 50 side, and is connected to the output shaft 34 by a shaft passing through the sun gears 23 and 24. Second planetary gear mechanism 2
2 planetary carrier 35 and transmission case 36
and a one-way clutch 36a. The overdrive planetary gear transmission mechanism 50 is
A planetary carrier 52 that rotatably supports a planetary gear 51 is connected to the output shaft 14 of the torque converter 10, and a sun gear 53 can be coupled to an internal gear 55 via a direct clutch 4. Planetary carrier 52 is disposed at an end opposite to torque converter 10 and is connected to output shaft 14 of torque converter 10 by a shaft passing through sun gear 53 . An overdrive brake 56 is provided between the sun gear 53 and the transmission case, and the internal gear 55 is connected to the input shaft 26 of the multi-gear transmission mechanism 20. The direct clutch 54 and the overdrive brake 56 are disposed at the end opposite to the torque converter 10, and their components include a cylindrical portion 57a extending in the axial direction on the outside in the diametrical direction of the planetary gear mechanism 50; It is connected to the sun gear 53 by a bell-shaped connecting shell 57 that is formed continuously at the end of the shaped portion 57a on the torque converter 10 side and includes a wall portion 57b that extends diametrically inward. The multi-stage gear transmission mechanism 20 is of a conventionally known type, for example, the same type as that disclosed in Japanese Patent Application Laid-open No. 54-132062, and has three forward speeds and one reverse speed.
28 and the brakes 30 and 36 as described later, a desired gear position can be obtained. In the overdrive planetary gear transmission mechanism 50, in a configuration in which the first planetary gear mechanism 21 is turned upside down in the axial direction, the direct clutch 54 engages and the overdrive brake 5
6 is released, the shafts 14 and 26 are directly connected, the overdrive brake 56 is engaged,
When the direct clutch 54 is released, shaft 1
4 and 26 are combined with an overdrive ratio. According to this configuration, the overdrive planetary gear mechanism 5
Many of the parts such as gears of 0 can be the same as those of the first planetary gear mechanism 21. Fig. 2 shows a hydraulic control circuit for operating each clutch and brake to obtain a required gear. The pressure of the hydraulic oil is adjusted by the pressure regulating valve 102 and then guided to the select valve 103 .
The select valve 103 has positions 1, 2, D, N, R, and P, and when the select valve 103 is in the 1, 2, and D positions, the pressure line 101 is connected to the valve 103.
It communicates with ports a, b, and c of. Port a is the actuator 1 for operating the forward clutch 28.
04, and the forward clutch 104 is held engaged when the valve 103 is in the position described above. Also, port a is connected to the first governor valve 106 via the second governor valve 105, and when the vehicle speed exceeds a set value, the line 10
7, a vehicle speed signal pressure is generated. The vehicle speed signal pressure on line 107 is applied to 1-2 shift valve 108, 2-3 shift valve 109, 2-3 timing valve 110, and pressure modifier valve 122 to operate these valves in accordance with the vehicle speed. Port c is connected to the second lock valve 111,
Pressure in line 101 is applied to the valve 111 to maintain the valve spool in the upper position in the figure. The pressure at port b is applied to second lock valve 111 and acts to push the spool of valve 111 downward when pressure from port c is not acting on valve 111. Port a is further connected to the 1-2 shift valve 108 via a line 112, and a line 113 from the shift valve 108 is
When the spool of the second lock valve 111 is in the upper position, it is connected to a line 115 leading to the engagement side pressure chamber of the actuator 114 of the intermediate brake 30. Further, port c is connected to a 2-3 shift valve 109 via a line 116, and this line 116 is connected to a line 117 when the vehicle speed exceeds a set value and the 2-3 shift valve 109 is activated. Line 117 is the actuator 114 of the intermediate brake 30.
When hydraulic pressure is introduced into the pressure chamber, the actuator 114 operates the brake 30 in the release direction against the pressure in the engagement pressure chamber. Also, the pressure in line 117 is high.
It is also directed to the actuator 118 of the and reverse clutch 27 to engage the clutch 27. The select valve 103 has a port d leading to the pressure line 101 in one position, and this port d
reaches the 1-2 shift valve 108 via line 119, and further via line 120 to the low and
It is connected to the actuator 121 of the reverse brake 36. Furthermore, the hydraulic control circuit is provided with a pressure modifier valve 122, a downshift valve 123, a throttle backup valve 124, and a vacuum throttle valve 125. Kaisho 54-132062
Since it is the same as that shown and explained in the publication, further explanation will be omitted, and the relationship between the gear position and the operation of the clutch and brake is shown in the table.

【table】

[Table] In the table, when pressure is introduced to both the engagement side and the release side of an overdrive flake or intermediate brake, the brake operates on the release side due to the difference in the area of the actuator. In this embodiment of the invention, a 3-4 shift valve 200 is further provided to control the direct clutch 54 and overdrive brake 56 of the overdrive planetary gear set 50. This shift valve 200 has a spool 202 that is slidable in a valve hole 201, and a line 107 is connected to the valve hole 201 through a slit 241A provided in a sleeve-shaped guide 241 at one end of the spool 202. When the vehicle speed signal pressure is introduced and the vehicle speed exceeds a set value, the spool 202 is moved to the upper half position in the figure by the vehicle speed signal pressure. The pressure line 101 is connected to the valve hole 201.
A line pressure port 203 and an output port 204 are formed, and when the vehicle speed is lower than the set value and the spool 202 is in the lower half position in the figure, the line pressure port 203 is connected to the output port 204, When the vehicle speed exceeds the set value and the spool 202 moves to the upper half position in the figure, both ports 203,
204 is disconnected, and output port 204 is opened to drain port 240. The output port 204 of the 3-4 shift valve 200 is
Line 20 with orifice check valve 205
6 to the overdrive release valve 207. The valve 207 has a valve hole 208 and a valve hole 2.
08, and the spool 209 has a spring 21 provided at its right end.
0 is pushed to the left in the figure. Valve hole 2
08, pressure line 101 from pump 109
The communicating pressure port 211 and the 3-4 shift valve 20
Port 212 connected to line 206 from output port 204 of 0, and ports 211, 212
A port 213 is formed between the two. The pressure line 101 is connected through a restriction 214 to a chamber 215 at the left end of the valve hole 208, and the chamber 215 is opened to drain through another restriction 216. Therefore, the pressure acting on the chamber 215 in this state is not large enough to move the spool to the right against the action of the spring 210 even if it acts on the left end of the spool 09 due to the pressure drop caused by the throttle 214. , closing throttle 216 causes line pressure to act on chamber 215, causing spool 209 to move to the right. When the spool 209 is in the upper half position in the figure,
Port 212 is connected to port 213, and communication between ports 211 and 213 is cut off. Aperture 216
is closed, the pressure in chamber 215 increases, and when spool 209 moves to the lower half position in the figure, port 2
12 and 213 are cut off, and port 211 is connected to port 213. A solenoid 217 that is operated by a manual switch (not shown) is provided to open and close the diaphragm 216 as desired. The solenoid 217 holds the diaphragm 216 open when it is not energized, but when it is energized it opens the diaphragm 216.
It works to keep 6 closed. Direct clutch 54 has an actuator 218 for engaging it, and overdrive brake 56 has an actuator 219 for actuating it. Actuator 21
9 has an engagement side pressure chamber 220 and a release side pressure chamber 221, and when hydraulic pressure is introduced only into chamber 220, the brake 56 is engaged, and when hydraulic pressure is introduced into both chambers 220 and 221, the brake 56 is engaged. The brake 56 is released due to the pressure receiving area difference. The engagement side pressure chamber 220 of the actuator 219 is connected to the pressure line 101. Output port 213 of valve 207 is connected to common line 2
22, and this line 222 is connected to the actuator 2 of the clutch 54 through a one-way throttle 223.
The brake 5 is also connected to the brake 18 via the one-way throttle 224.
6 actuator 219 release side pressure chamber 221
It is connected to the. Further, the common line 222 is
Lock-up clutch 1 of torque converter 10
It is also connected to a lockup control valve 225 for 5. That is, the valve 225 has a valve hole 226 and a spool 227 that slides inside the valve hole 226, and the spool 227 is pushed leftward in the figure by a spring 228. common line 22
2 is introduced to the right end of the valve hole 226,
It is configured to assist the spring 228. The vehicle speed signal pressure line 107 is connected to the left end of the valve hole 226, and the vehicle speed signal pressure acts to push the spool 227 to the right. The valve hole 226 has a port 229 connected to the pressure line 101 and a lock-up release pressure line 2.
31 to the lockup oil chamber 60 of the torque converter 10;
0 is formed, and the spool 227 is connected to the spring 22.
When it is pushed by 8 and is in the upper half position in the figure,
Port 229 is connected to port 230 to direct hydraulic pressure to lockup oil chamber 60 to hold lockup clutch 15 in a released condition. When the vehicle speed reaches the set value or higher and no pressure is generated in the common line 222, the spool 227 is moved to the lower half position in the figure by the vehicle speed signal pressure, the port 230 is shut off from the port 229, and at the same time the drain is closed. As a result, the lock-up oil chamber 60
The oil pressure inside becomes 0. For this reason, the lock-up clutch 15 is engaged by the hydraulic pressure within the torque converter 10. If oil pressure is generated in the common line 222, the spool 227 will not be moved to the lower half position in the figure by the vehicle speed signal, and the lock-up clutch 15 will be held in the released state. To explain the operation of the control circuit described above, when the vehicle speed is lower than the set value and the vehicle speed signal pressure is low, the spool 200 of the 3-4 shift valve 200
is located in the lower half of the figure, and a port 203 communicating with the pressure line 101 is connected to an output port 204. If the throttle 216 is open, the pressure supplied to the port 215 will decrease, so the spool 209 of the overdrive release valve 207 is in the upper half position in the figure, and the pressure in the port 204 is transferred from the line 206 to the ports 212 and 213. It is then led to a common line 222. Pressure in this common line 222 is directed to the actuator 218 of the direct clutch 54 to engage the clutch 54 and the actuator 219 of the overdrive brake 56.
The brake 56 is guided to the release side pressure chamber 221 of the brake 56.
be released. Therefore, when the overdrive planetary gear change mechanism 50 is in a state where the gear ratio is 1, the pressure of the common line 222 is introduced into the right end of the valve hole 226 of the lock-up control valve 225, and the pressure is applied to the right side of the spool 227. Because it prevents movement to
Lock-up clutch 1 of torque converter 10
5 can be prevented from engaging. That is, when the transmission mechanism 50 is in the direct-coupled state, in other words, at a gear position other than overdrive, engagement of the lock-up clutch 15 is prevented. When the vehicle speed increases and reaches the set speed or higher, the spool 2 of the 3-4 shift valve 200 is activated by the vehicle speed signal pressure.
Since valve 02 is moved to the upper half position in the figure, the valve 2
00 output port 204 is line pressure port 203
The drain port 240 is connected to the drain port 240. Therefore, the pressure in the common line 222 decreases,
Actuator 218 of direct clutch 54
operates in the clutch releasing direction, and the chamber 2 of the actuator 219 of the overdrive brake 56
21 decreases, causing the actuator 21 to
9 operates in the brake engagement direction. In this way, the transmission 50 is placed in overdrive.
As the pressure in the common line 222 decreases, when the vehicle speed further increases and reaches a higher set speed, the spool 227 of the valve 225 is moved to the lower half position in the figure by the vehicle speed signal pressure, and the port 230 is moved to the lower half position in the figure. 229 and connected to the drain port 242, the lockup oil chamber 60 is drained. This causes the lock-up clutch 15 to become engaged. In this state, when the solenoid 217 is energized by the operation of a switch (not shown), the aperture 216
is closed. Therefore, the pressure in chamber 215 increases and spool 209 of valve 207 is moved to the upper half position in the figure. In this position, the output port 213 of the valve 207 is connected to the pressure port 229, and the release hydraulic pressure is supplied to the lockup oil chamber 60 to release the lockup. At the same time, hydraulic pressure in common line 222 is directed to and engages actuator 218 of direct clutch 54, causing actuator 218 of overdrive brake 56 to engage actuator 218 of direct clutch 54.
19, the overdrive brake 56 is released, and the transmission mechanism 50 is brought into direct connection. This configuration allows overdrive to be canceled at will.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of an automatic transmission showing one embodiment of the present invention, and FIG. 2 is a control hydraulic circuit diagram thereof. [Description of main symbols], 10... Torque converter, 15... Lock up clutch, 20... Multi-stage gear transmission mechanism, 50... Planetary gear transmission mechanism for overdrive, 200... 3-4 shift valve, 2
18...Direct clutch actuator, 2
19... Overdrive brake actuator, 222... Common line, 225... Lock-up control valve.

Claims (1)

[Claims] 1. In an automatic transmission with an overdrive mechanism, in which an overdrive transmission mechanism is provided between a torque converter and a multi-gear transmission mechanism having a plurality of gears, the overdrive transmission mechanism has a first sun gear and a first sun gear. , an overdrive planetary gear mechanism including a first internal gear, a first planetary gear, and a first planetary carrier rotatably supporting the first planetary gear, and the first sun gear and the first internal gear a direct clutch that mutually engages the
an overdrive brake for engaging the first sun gear toward the transmission case, the first planetary carrier being disposed at an end of the overdrive planetary gear mechanism opposite to the torque converter, and the direct clutch and the overdrive brake are connected to an end of the overdrive planetary gear mechanism opposite the torque converter; The components of the direct clutch and the overdrive brake are arranged in a cylindrical portion extending in the axial direction on the diametrically outer side of the overdrive planetary gear mechanism and a cylindrical portion on the torque converter side end of the cylindrical portion. The first internal gear is connected to the first sun gear via a wall portion that extends inward in the diametrical direction, and the first internal gear constitutes an output portion of the overdrive transmission mechanism, and the first internal gear constitutes an output portion of the overdrive transmission mechanism, and The mechanism includes a second sun gear, a second internal gear, a second planetary gear, and a second planetary gear that rotatably supports the second planetary gear.
the second internal gear is connectable to the first internal gear, and the second internal gear is configured to be connectable to the first internal gear; The rear is disposed at the end of the speed change planetary gear mechanism on the overdrive speed change mechanism side, has a second shaft portion that passes through the second sun gear, and is coupled to the output shaft via the second shaft portion. an intermediate brake that connects the second sun gear to the transmission case side; and an intermediate brake that connects the first internal gear to the transmission case side.
High and reverse gear that can be connected to sun gear
a clutch and a forward clutch capable of coupling the first internal gear to the second internal gear; the intermediate brake, the high and reverse clutch, and the forward clutch are arranged to The components of the high and reverse clutch and the intermediate brake are disposed at an end on the overdrive transmission mechanism side of the planetary gear mechanism for transmission, and the components of the high and reverse clutch and the intermediate brake are arranged axially outside the planetary gear mechanism for transmission in the diametrical direction. An overdrive mechanism comprising an extending cylindrical portion and an overdrive mechanism connected to the second sun gear via a wall portion extending diametrically inward at an end of the cylindrical portion opposite to the overdrive mechanism. Automatic transmission.