JP2006194435A - Starting clutch device and automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a starting clutch device and an automatic transmission capable of miniaturizing the automatic transmission and reducing the number of components by using a clutch originally mounted in the automatic transmission, as a starting clutch. <P>SOLUTION: This starting clutch device comprises a gear change planetary gear 15 for changing input rotation from an output shaft of an engine to different rotation at all times, at least two clutches C-1, C-3 for transmitting the rotation changed by the gear change planetary gear to the transmission, and an input rotation transmitting shaft 14a for transmitting the input rotation to the transmission as it is through an inner peripheral side of these two clutches. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a starting clutch device and an automatic transmission for an automobile or the like, and more particularly to a starting clutch device and an automatic transmission that use a starting clutch instead of a torque converter.

  In an automatic transmission generally used for an automobile or the like, vehicle start is performed by torque transmission by a torque converter. Torque converters have the advantage that torque transmission is smooth, but have one aspect that the amount of slip when increasing or decreasing torque is large and the efficiency is poor.

For this reason, for example, as seen in Patent Document 1 and Patent Document 2, many proposals have been made to improve efficiency by replacing a torque converter of an automatic transmission with a starting clutch.
JP-A-9-177830 (paragraph 0012, FIG. 2) JP 2000-139077 (paragraphs 0005, 0018 to 0021, FIG. 1)

  However, in the above-described Patent Document 1 and Patent Document 2, since the torque converter is simply replaced with a starting clutch, it is effective in improving the efficiency, but there is no merit in terms of space. In addition, the shaft length of the automatic transmission cannot be shortened. In particular, in recent years, in order to increase the number of automatic transmissions, as described in Patent Document 2 above, there is one that can amplify torque by changing the input rotation by a planetary mechanism. Even if the torque converter is simply replaced with a starting clutch in such a gear train, the starting clutch only switches the transmission / cutoff of the input rotation, and in order to change the input rotation in the automatic transmission at the same time as the starting clutch, It is necessary to provide a changing device and a clutch, and it is difficult to make the multi-stage automatic transmission compact.

  The present invention has been made in view of such a problem, and a starting clutch that can make the automatic transmission compact and reduce the number of parts by using a clutch that the automatic transmission originally has as a starting clutch. An object is to provide an apparatus and an automatic transmission.

  In order to solve the above-described problem, the starting clutch device according to the first aspect of the present invention is characterized in that, in a starting clutch device provided between an engine and a transmission, the starting clutch device is connected to an output shaft of the engine. A transmission planetary gear that constantly changes the input rotation to a different rotation, at least two clutches that transmit the rotation changed by the transmission planetary gear to the transmission, and the input rotation as it is through the inner peripheral side of the two clutches. An input rotation transmission shaft that transmits to the machine is provided.

  A starting clutch device according to a second aspect of the present invention is characterized in that, in the first aspect, the shift planetary gear has at least three rotating elements, and the first rotating element is always fixed to the case. In addition, by inputting the input rotation to the second rotation element, the third rotation element is configured by a speed reduction planetary gear that outputs a rotation decelerated from the input rotation.

  A starting clutch device according to a third aspect of the present invention is characterized in that the starting clutch device according to the third aspect of the present invention is the oil pump according to the first or second aspect, wherein the starting clutch device is always rotated by the output shaft of the engine through the outer peripheral side of the two clutches. And an oil pump drive shaft connected to the main body.

  The starting clutch device according to a fourth aspect of the present invention is characterized in that, in the second aspect, the speed reduction planetary gear uses the first rotating element as a sun gear and the second rotating element as a carrier. The clutch comprises a double pinion planetary gear and is capable of engaging / disengaging the carrier and one output element of the two clutches.

  The starting clutch device according to a fifth aspect of the present invention is characterized in that the starting clutch device according to the fourth aspect includes an oil pump drive shaft that connects the carrier of the speed reduction planetary gear and an oil pump through the outer periphery of the two clutches. That is.

  According to a sixth aspect of the present invention, there is provided an automatic transmission that achieves a plurality of shift stages by means of a planetary gear set including a plurality of planetary gears for rotation input from an engine output shaft. A transmission planetary gear that constantly changes the input rotation from the output shaft to a different rotation, at least two clutches that transmit the rotations shifted by the transmission planetary gear to different elements of the planetary gear set, and inner circumferences of the two clutches A starting clutch device comprising an input rotation transmission shaft for transmitting the input rotation as it is to the planetary gear set, and an oil pump driven by the input rotation or the variable speed rotation of the transmission planetary gear. The starting clutch device And location, and the engine of the oil pump is by disposing said planetary gear set on the opposite side, the input clutch disengaging and rotating elements of the planetary gear set with the input rotation transmission shaft.

  According to a seventh aspect of the present invention, there is provided a structural feature of the automatic transmission according to the sixth aspect, wherein the transmission planetary gear has at least three rotation elements, and the first rotation element is always fixed to the case. In addition, by inputting the input rotation to the second rotation element, the third rotation element is configured by a speed reduction planetary gear that outputs a rotation decelerated from the input rotation.

  According to an eighth aspect of the present invention, there is provided a structural feature of the automatic transmission according to the seventh aspect, wherein the planetary gear set is a combination of a single pinion planetary gear and a double pinion planetary gear, and the first and second sun gears and the first sun gear are combined. A long pinion that directly meshes with the second sun gear via an intermediate pinion, a carrier that supports the long pinion and the intermediate pinion, and a Ravigneaux type gear set that includes a ring gear that meshes with the long pinion. It is.

  According to a ninth aspect of the present invention, the automatic transmission according to the ninth aspect of the present invention is the automatic transmission according to the eighth aspect, wherein the starting clutch selects a reduction rotation rotated by the reduction planetary gear and the second sun gear of the planetary gear set. And a third clutch selectively connected to the first sun gear of the planetary gear set, wherein the transmission includes the input rotation transmission shaft and a carrier of the planetary gear set. A first clutch for selectively fixing the first sun gear of the planetary gear set, and a second clutch for selectively fixing the carrier of the planetary gear set. 2 brakes and an output shaft connected to the ring gear of the planetary gear set, at least 6 forward speeds and 1 reverse speed It is to achieve a gear ratio.

  According to a tenth aspect of the present invention, there is provided a structural feature of the automatic transmission according to the ninth aspect, wherein the reduction planetary gear of the starting clutch device uses the first rotating element as a sun gear and the second rotating element. And a fourth clutch capable of engaging and disengaging the carrier and the output element of the third clutch is added to achieve an eight forward gear ratio.

  According to the starting clutch device of the first aspect, the transmission planetary gear that changes the input rotation from the output shaft of the engine to a different rotation at all times, and at least two clutches that transmit the rotation changed by the transmission planetary gear to the transmission, Since the input rotation transmission shaft that transmits the input rotation to the transmission as it is through the inner peripheral side of the two clutches is provided, when the start clutch is applied to the automatic transmission, the clutch that the automatic transmission originally has is the start clutch. It can be used as a device, the axial length of the automatic transmission can be shortened and the number of parts can be reduced, the automatic transmission can be made compact, and the mountability to various vehicles can be improved.

  According to the starting clutch device of the second aspect, since the speed-changing planetary gear is constituted by the speed-reducing planetary gear, the input rotation can be constantly decelerated and transmitted to the transmission, and the gear ratio of the shift speed achieved thereby. Therefore, the gear ratio width can be set large together with the shift speed achieved by the input rotation transmitted by the input rotation transmission shaft.

  According to the starting clutch device of the third aspect, since the oil pump drive shaft that is always rotated by the output shaft of the engine is provided through the outer peripheral sides of the two clutches, the oil pump is provided close to the starting clutch device. The configuration for driving the oil pump can be simplified.

  According to the starting clutch device of the fourth aspect, the speed reduction planetary gear is composed of a double pinion planetary gear having the first rotating element as a sun gear and the second rotating element as a carrier, and one of the carrier and the two clutches. Since a clutch capable of engaging / disengaging the output element is added to the input element of the transmission by adding a clutch (fourth clutch) capable of engaging / disengaging the carrier and one output element of the two clutches. The rotation can be transmitted as it is, or the input rotation can be transmitted by decelerating, so that various speed changes can be handled.

  According to the starting clutch device of the fifth aspect, since the oil pump drive shaft is provided to connect the carrier of the speed reduction planetary gear and the oil pump through the outer peripheral sides of the two clutches, the oil pump is provided close to the starting clutch device. The configuration for driving the oil pump can be simplified, and the oil pump can be driven by the speed reduction rotation of the speed reduction planetary gear.

  According to the automatic transmission of the sixth aspect, the starting clutch is arranged on the engine side of the oil pump, the planetary gear set on the side opposite to the engine of the oil pump, and the rotating element of the planetary gear set with the input rotation transmission shaft. Since the input clutch to be engaged / disengaged is arranged, the first and third clutches can be arranged at the rear position of the engine where the torque converter is conventionally arranged, thereby easily realizing an increase in the diameter of the clutch, It can be set as a preferable arrangement configuration in terms of layout.

  According to the automatic transmission of the seventh aspect, since the speed-changing planetary gear is constituted by the speed-reducing planetary gear, the input rotation can be constantly decelerated and transmitted to the planetary gear set. Since the gear ratio can be increased, the gear ratio width can be set large together with the shift speed achieved by the input rotation transmitted by the input rotation transmission shaft.

  According to the automatic transmission according to the eighth aspect, since the planetary gear set is constituted by a Ravigneaux type gear set in which a single pinion planetary gear and a double pinion planetary gear are combined, the two planetary gear carriers and the ring gears can be directly connected to each other. The configuration of the planetary gear set can be simplified and the number of parts can be reduced.

  According to the automatic transmission of the ninth aspect, the starting clutch includes a first clutch for selectively connecting the reduction rotation rotated by the reduction planetary gear to the second sun gear of the planetary gear set, and the planetary gear set. A third clutch selectively coupled to the first sun gear, and the transmission includes a second clutch for selectively coupling the input rotation transmission shaft and the carrier of the planetary gear set, and the planetary gear set. A first brake for selectively fixing the first sun gear; a second brake for selectively fixing the carrier of the planetary gear set; and an output shaft connected to the ring gear of the planetary gear set. Therefore, the gear ratio of 6 forward speeds and 1 reverse speed is easily achieved by selective engagement of 3 clutches and 2 brakes. It is possible.

  According to the automatic transmission of the tenth aspect, the speed reduction planetary gear of the starting clutch device is composed of a double pinion planetary gear having the first rotating element as a sun gear and the second rotating element as a carrier. Since a fourth clutch that can be engaged with and disengaged from the clutch output element has been added, the gear ratio of 8 forward gears can be easily achieved by simply changing to the double pinion planetary gear and adding the fourth clutch. can do. Further, when producing a 6-speed automatic transmission and an 8-speed automatic transmission, it is only necessary to change the starting clutch device without changing the planetary gear set, so that the production cost can be reduced.

  Hereinafter, a first embodiment of an automatic transmission according to the present invention will be described with reference to the drawings. FIG. 1 shows a skeleton of an automatic transmission 10, and the automatic transmission 10 is used, for example, for shifting the output rotation of an automobile engine and transmitting it to drive wheels. The automatic transmission 10 includes an input shaft 14, a planetary gear 15 for reduction, a planetary gear set 16 having a plurality of planetary gears, an output shaft 17, a clutch C- 1 to C-3 and brakes B-1 and B-2. The input shaft 14 is coupled with an input rotation transmission shaft 14a that transmits the rotation of the input shaft 14 directly to the planetary gear set 16 through the inner peripheral sides of the two clutches C-1 and C-3.

  A speed reduction planetary gear 15 that decelerates the rotation of the input shaft 14 and transmits it to the speed reduction rotating member is a sun gear S1 that is always fixed to the transmission case 12 as a first rotation element and whose rotation is restricted, and that the rotation of the input shaft 14 is a third rotation element. The carrier C1 that supports the pinion 18 that meshes with the sun gear S1 and the ring gear R1 that is directly coupled to the input shaft 14 and meshes with the pinion 18 as the second rotation element, and the carrier C1 functions as a reduction rotation member.

  As an example, the planetary gear set 16 includes a Ravigneaux-type gear set 16 in which a single pinion planetary gear 16a and a double pinion planetary gear 16b are combined. That is, the planetary gear set 16 includes a first sun gear S2 having a small diameter and a third clutch C-3 that are detachably coupled to the input shaft 14 via the carrier C1 of the planetary gear 15 for reduction by the first clutch C-1. Is engaged with the large-diameter second sun gear S3 detachably connected to the input shaft 14 via the carrier C1 of the speed reduction planetary gear 15, and the first and second sun gears S2 and S3 are engaged with each other. The first and second carriers C2 and C3 having a direct connection structure for supporting the short pinion 21 and the long pinion 22, and the ring gear R2 (R3) meshing with the long pinion 22, respectively. The ring gear R2 is connected to the output shaft 17 as an output element, and the rear The counter drive gear 23 to be driven.

  The second sun gear S3 is detachably connected to the transmission case 12 by the first brake B-1. The carrier C2 (C3) is detachably connected to the input shaft 14 by the second clutch C-2, and is detachably connected to the transmission case 12 by the second brake B-2. In the gear train shown in FIG. 1, a one-way clutch F-1 is arranged in parallel with the second brake B-2. This one-way clutch F-1 is described in detail in Japanese Patent Laid-Open No. 2000-161450. As described, the second brake B avoids complicated hydraulic control for changing the second brake B-2 and the first brake B-1 at the time of shifting from the first speed to the second speed. In order to simplify the release control of -2, the engagement force is released with the engagement of the first brake B-1, and is equivalent to the second brake B-2. Accordingly, in the following description, the one-way clutch F-1 is described as the second brake B-2, and the one-way clutch F-1 is not particularly referred to.

  The counter drive gear 23 is meshed with a large-diameter counter driven gear 25 fixed to one end of the counter shaft 24. A small-diameter drive pinion gear 26 is fixed to the other end of the counter shaft 24, and the drive pinion gear 26 is meshed with a ring gear 28 of a differential device 27. The differential device 27 includes a differential case 29 that is integral with the ring gear 28, and the differential rotation of the differential gear disposed in the differential case 29 is output to the left and right shafts 31 and 32 to be the final wheel driving force. .

  The first and third clutches C-1 and C-3 are incorporated on the speed reduction planetary gear 15 side, and the second clutch C-2, the first and second brakes B-1 and B-2 (one-way) The clutch F-1) is incorporated on the planetary gear set 16 side. The two clutches C-1 and C-3 incorporated on the speed reduction planetary gear 15 side have a function as a starting clutch device 35 in place of the conventional torque converter.

  An oil pump 37 is disposed between the speed reduction planetary gear 15 and the planetary gear set 16, and pressure oil is supplied by the oil pump 37 to a hydraulic servo and a lubrication part (described later) housed in the mission case 12. The oil pump 37 is directly connected to the reduction rotation member (carrier C1) of the reduction planetary gear 15 and is driven to rotate. As a result, the speed reduction planetary gear 15 and the first and third clutches C-1 and C-3 are arranged on the front side across the oil pump 37, and the remaining planetary gear set 16, the second clutch C-2, The first and second brakes B-1 and B-2 are disposed on the rear side of the oil pump 37.

  Such an arrangement of the oil pump 37, the speed reduction planetary gear 15 and the planetary gear set 16 in the front-rear direction is such that the rotation of the engine is torque-amplified by the speed reduction planetary gear 15, so the first and third clutches whose diameters are desired to be as large as possible. C-1 and C-3 are effective in that they can be disposed at the rear position of the engine where the conventional torque converter is disposed. Thereby, interference with various members and auxiliary equipment in the engine room can be avoided. In addition, by disposing the oil pump 37 in the center instead of the last part, the shaft for driving the oil pump 37 does not have to be arranged up to the last part of the engine, so that restrictions on the layout can be eliminated.

  Next, based on FIG. 2, a specific configuration of the deceleration planetary gear 15 and the two clutches C-1 and C-3 that also serve as the starting clutch device 35 will be described.

  In the figure, an input shaft 14 rotated by an engine output (not shown) is rotatably supported in a mission case 12. An oil pump 37 is housed in the transmission case 12, and the first and third clutches C-1 and C- that also serve as the speed reduction planetary gear 15 and the starting clutch device 35 are disposed on the front side (engine side) of the oil pump 37. 3 is stored. A ring gear R1 of the speed reduction planetary gear 15 is fixed to the input shaft 14 at all times. The sun gear S1 of the speed reduction planetary gear 15 is always fixed to a spline shaft 50 rotatably supported on the outer periphery of the input shaft 14, and the spline shaft 50 is spline-engaged with the front lid 12a of the transmission case 12, thereby the sun gear S1. Is locked. A pinion gear 18 meshing with the sun gear S1 and the ring gear R1 is rotatably supported by the carrier C1.

  In the mission case 12, the first and second rotary shafts 51 and 52 are superposed around the input rotation transmission shaft 14a and supported rotatably. Further, in the mission case 12, a third rotating shaft 53 that is rotatably fitted to the outer periphery of a fixed sleeve 75 that is non-rotatably attached to the mission case 12 is rotatably supported. Clutch cases 55 and 56 of the first and third clutches C-1 and C-3 are directly connected to the third rotating shaft 53, respectively. An extension portion of the carrier C1 of the speed reduction planetary gear 15 is spline-engaged with the inner periphery of the clutch case 55 of the first clutch C-1. A clutch hub 57 of the first clutch C-1 is directly connected to the front end portion of the first rotating shaft 51, and a clutch hub 58 of the third clutch C-3 is directly connected to the front end portion of the second rotating shaft 52. Yes. Separate plates 59, 60 constituting friction engagement elements are provided on the inner periphery of the clutch cases 55, 56 of the first and third clutches C-1, C-3 and on the outer periphery of the clutch hubs 57, 58, and The friction plates 61 and 62 are spline-engaged. Snap rings 63 and 64 are provided at the open ends of the clutch cases 55 and 56 to prevent the friction engagement elements from coming off.

  The first clutch C-1 includes a friction engagement element including a separate plate 59 and a friction plate 61 and a hydraulic servo 65. Similarly, the third clutch C-3 includes a separate plate 60 and a friction plate 62. A friction engagement element and a hydraulic servo 66 are included. The hydraulic servos 65 and 66 include pistons 69 and 70 slidably accommodated in oil chambers 67 and 68 formed in the clutch cases 55 and 56, and return springs 71 and 72 that urge the pistons 69 and 70, respectively. It is constituted by. Pressure oil is supplied to the oil chambers 67 and 68 from the inside of the fixed sleeve 75 attached to the inner periphery of the transmission case 12 through the oil passages 73 and 74, so that the pistons 69 and 70 are slid to cause friction. Frictionally engage the engagement element. When the supply of the pressure oil is stopped, the frictional engagement is released by the return springs 71 and 72.

  Here, the clutch hub 58 of the third clutch C-3 is arranged so as to overlap the outer periphery of the ring gear R1 of the speed reduction planetary 15 in the axial direction, and the clutch hub 57 of the first clutch C-1. Is arranged so as to overlap the outer periphery of the clutch case 56 of the third clutch C-3 in the axial direction. As a result, the shaft for accommodating the speed reduction planetary gear 15 and the first and third clutches C-1 and C-3 while increasing the diameters of the first and third clutches C-3 and C-3. The direction space is greatly shortened.

  The third rotating shaft 53 is always connected to the oil pump 37. The third rotary shaft 53 constitutes an oil pump drive shaft, and is always rotated by the engine output through the outer peripheral sides of the two clutches C-1 and C-3.

  It should be noted that the lubricating oil is supplied from the oil pump 37 to the portion in the mission case 12 where lubrication is necessary, and is forcedly lubricated. For example, the planetary gear for deceleration 15 is supplied with lubricating oil from a lubricating hole 76 provided in the pinion shaft, lubricates each part, and then is discharged into the mission case 12. An oil seal 77 is provided between the transmission case 12 and the input shaft 14 to prevent the lubricating oil from leaking from the transmission case 12.

  The automatic transmission 10 configured as described above selectively disengages and disengages the first to third clutches C-1 to C-3 and the first and second brakes B-1 and B-2. 14, by selectively connecting or fixing the elements of the output shaft 17, the reduction planetary gear 15 and the planetary gear set 16, a gear ratio of 6 forward speeds and 1 reverse speed can be established. In FIG. 3, when the circles of the clutches C-1 to C-3 and the brake brakes B-1 and B-2 corresponding to the respective gears are marked, the clutch and brake engagement states are indicated. If it is not marked, it indicates an open state.

  When the first to third clutches C-1 to C-3 are selectively engaged and the first and second brakes B-1 and B-2 are selectively engaged, the speed reduction planetary gear 15 and The speed ratio of each element of the planetary gear set 16 is as shown in the speed diagram of FIG. The speed diagram shows the planetary gear sun gear, carrier, and ring gear arranged at intervals corresponding to the gear ratio in the horizontal axis direction, and the speed ratio corresponding to each element in the vertical axis direction. is there. In FIG. 4, speed diagrams of the speed reduction planetary gear 15 and the planetary gear set 16 are shown side by side. In the planetary gear set 16, since the first and second carriers C2 and C3 are directly connected, the speed ratio of the first and second carriers C2 and C3 directly connected on one vertical line with C2 and C3 is obtained. expressed. For the planetary gear 15 for reduction, the distance between the vertical line of the carrier C1 and the vertical line of the sun gear S1 is regarded as 1, and the vertical line of the ring gear R1 extends from the vertical line of the carrier C1 to the opposite side of the vertical line of the sun gear S1. The planetary gears 15 are spaced apart by a gear ratio λ1 (λ1 = the number of teeth Zs1 of the sun gear S1 / the number of teeth Zr1 of the ring gear R1).

  For the planetary gear set 16, the interval between the vertical line of the carrier C2 and the vertical line of the sun gear S2 is regarded as 1, and the vertical line of the ring gear R2 is on the opposite side of the vertical line of the sun gear S2 from the vertical line of the carrier C2. The single pinion planetary gears are separated by a gear ratio λ2 (λ2 = the number of teeth Zs2 of the sun gear S2 / the number of teeth Zr2 of the ring gear R2). Further, the distance between the vertical line of the carrier C3 and the vertical line of the sun gear S3 is regarded as 1, and the vertical line of the ring gear R3 is placed on the same side as the vertical line of the sun gear S3 from the vertical line of the carrier C3. Are separated by the gear ratio λ3 (λ3 = the number of teeth Zs3 of the sun gear S3 / the number of teeth Zr3 of the ring gear R3). In the speed diagram, C-1 to C are the points where the first to third clutches C-1 to C-3 and the first and second brakes B-1 and B-2 are selectively engaged. -3, B-1, and B-2 are entered.

  In the velocity diagram of the planetary gear set 16 created in this way, the elements corresponding to the four vertical lines are defined as the first, second, third, and fourth elements in order from the left of the vertical line. In the case of the first embodiment, the first sun gear S2 of the planetary gear set 16 is the first element, the first and second carriers C2 and C3 directly connected are the second element, the ring gear R2 is the third element, and the second sun gear S3 is the second element. Corresponds to the fourth element.

  A control device of the automatic transmission 10 will be described based on the block diagram shown in FIG. The control device 40 having a built-in CPU includes an engine speed sensor 41 that detects the engine speed, an input speed sensor 42 that detects the speed of the input shaft 14 to which the engine speed is transmitted, and the speed of the output shaft 17. Output rotation speed sensor 43 for detecting, range position sensor 44 for sending detection signals D, N, R when the shift lever is shifted to forward travel range D, neutral range N, reverse travel range R, accelerator depression Each detection signal is input from a throttle opening sensor 45 that detects the amount, a vehicle speed sensor 46 that detects the vehicle speed, a brake switch 47, and the like. The control device 40 selects an optimal gear stage based on these detection signals, and outputs a control current to the hydraulic servo device 48 including the hydraulic servos 65 and 66 for operating the respective clutches and brakes. As shown in FIG. 3, the three clutches C-1 to C-3 and the first and second brakes B-1 and B-2 are selectively engaged and disengaged to achieve a gear ratio of 6 forward speeds and 1 reverse speed. To do.

  In addition, the control device 40 receives each detection signal, recognizes when the vehicle starts, and controls the hydraulic servos 65 and 66 of the first and third clutches C-1 and C-3. Is output to the starting clutch control device 49.

  Hereinafter, the operation of each gear stage will be described with reference to FIG. 1, but the first to third clutches C-1 to C-3 and the first and second brakes B-1 and B-2 are frictional. Although the engagement element and the hydraulic servo are respectively configured, the hydraulic servo is omitted in FIG.

  In the case of the first forward speed in which the first clutch C-1 is engaged and the second brake B-2 is engaged by the control device 40, the speed reduction rotation of the carrier C1 of the speed reduction planetary gear 15 is the first speed. Since the first and second carriers C2 and C3, which are input to the first sun gear S2 of the planetary gear set 16 via the clutch C-1 and are directly connected, are fixed by the second brake B-2, the output shaft 17 is It decelerates at the first gear ratio and rotates forward.

  In the case of the second speed in which the first clutch C-1 is engaged and the first brake B-1 is engaged, the deceleration rotation of the carrier C1 of the speed reduction planetary gear 15 is transmitted via the first clutch C-1. Since the second sun gear S3 is fixed by the first brake B-1, the output shaft 17 is decelerated at a gear ratio of 2nd speed and rotated forward.

  In the case of the third speed in which the first and third clutches C-1 and C-3 are engaged, the reduced rotation of the carrier C1 of the speed reduction planetary gear 15 is caused by the first and third clutches C-1 and C-3. To the second and first sun gears S 3 and S 2, whereby the planetary gear set 16 is integrally rotated, and the output shaft 17 has a positive third gear ratio in which the input shaft 14 is decelerated by the deceleration planetary gear 15. It is rotated.

  In the case of the fourth speed in which the first and second clutches C-1 and C-2 are engaged, the reduced rotation of the carrier C1 of the speed reduction planetary gear 15 is transferred to the first sun gear S2 via the first clutch C-1. Since the rotation of the input shaft 14 is input to the first and second carriers C2 and C3 via the second clutch C-2, the output shaft 17 is decelerated at a gear ratio of 4th speed and is positively input. It is rotated.

  In the case of the fifth speed in which the second and third clutches C-2 and C-3 are engaged, the speed reduction rotation of the carrier C1 of the speed reduction planetary gear 15 is caused by the second sun gear S3 via the third clutch C-3. , And the rotation of the input shaft 14 is input to the first and second carriers C2 and C3 directly connected via the second clutch C-2, so that the output shaft 17 has a gear ratio of 5th speed. Increased speed and forward rotation.

  In the case of the sixth speed in which the second clutch C-2 is engaged and the first brake B-1 is engaged, the rotation of the input shaft 14 is directly connected via the second clutch C-2. Since the second sun gear S3 is fixed by the first brake B-1, the output shaft 17 is increased in speed by a gear ratio of 6th speed and rotated forward.

  In the case of the first reverse speed in which the third clutch C-3 and the second brake B-2 are engaged, the speed reduction rotation of the carrier C1 of the speed reduction planetary gear 15 is transmitted via the third clutch C-3 to the second sun gear. Since the first and second carriers C2 and C3, which are input to S3 and directly connected, are fixed by the second brake B-2, the output shaft 17 is decelerated at the reverse first gear ratio and reversely rotated. .

  The starting clutch device 35 including the first and third clutches C-1 and C-3 has a vehicle speed detected by the vehicle speed sensor 46 of 0 or less than a very low vehicle speed, the brake switch 47 is OFF, and Based on the condition that the range position sensor 44 is traveling forward or backward, it recognizes when the vehicle starts and outputs a control command to the starting clutch control device 49 to control the starting clutch device 35. That is, the starting clutch control device 49 is configured to configure the starting clutch device 35 according to the engine speed detected by the engine speed sensor 41 and the throttle opening detected by the throttle opening sensor 45. The hydraulic servos 65 and 66 of the third clutches C-1 and C-3 are controlled so that the fastening force is suitable for starting.

  For example, when starting at the first forward speed, the first clutch C-1 that is engaged at the first forward speed is defined as the start clutch device 35, and the start clutch control device 49 controls the hydraulic servo 65 to control the first clutch C-1. The clutch pressure of one clutch C-1 is controlled to increase and decrease, and the fastening force is controlled. When starting at the first reverse speed, the third clutch C-3 engaged at the first reverse speed is defined as the start clutch device 35, and the start clutch control device 49 controls the hydraulic servo 66 to control the third clutch C-3. The clutch pressure of the clutch C-3 is increased / decreased to control the engagement force. The start clutch control device 49 is controlled so as to control the clutch pressure of the first clutch C-1 even when starting at a second forward speed, particularly on a low μ road such as a snowy road. The engine power is transmitted to the automatic transmission 10 through the start clutch device 35 by controlling the clutch pressure of the first or third clutch C-1 or C-3 by the start clutch control device 49. And after such start control, the 1st clutch C-1 or the 3rd clutch C-3 functions as a friction engagement element which sets a normal gear stage.

  FIG. 6 shows a modification of FIG. 2. Mainly, the oil pump 37 directly transmits the rotation of the input shaft 14 without decelerating, as well as the first clutch C-1 and the third clutch. The difference from the first embodiment is that the clutch C-3 has substantially the same diameter and is arranged in the axial direction. Hereinafter, differences from the first embodiment will be mainly described.

  In FIG. 6, a box-shaped case 80 in which a clutch housing chamber 81 is formed is coupled to the input shaft 14 via a coupling member 82, and the box-shaped case 80 is always connected to the oil pump 37. The rotating shaft 53 is coupled. The clutch housing chamber 81 is hermetically sealed with respect to the mission case 12. Clutch cases 55 and 56 of the first and third clutches C-1 and C-3 are arranged at both ends in the axial direction of the clutch storage chamber 81 so that their open ends face each other. Hydraulic servos 65 and 66 are provided inside the cases 55 and 56. The clutch case 56 of the third clutch C-3 is coupled to the front end portion of the second rotating shaft 52, and the clutch case 55 on the first clutch C-1 side is connected to the clutch case 56 of the third clutch C-3. It is coupled to the front end portion of the first rotating shaft 51 so as to surround it. A reduction planetary gear 15 is disposed between the first and third clutches C-1 and C-3, and the ring gear R1 of the reduction planetary gear 15 is connected to the front end portion of the third rotating shaft 53 to which the oil pump 37 is connected. The sun gear S1 is coupled to the fixed sleeve 75. A clutch hub 57a common to the first and third clutches C-1 and C-3 is coupled to the carrier C1 that supports the pinion gear 18.

  According to this modification, since the oil pump 37 is directly connected to the input shaft 14, the number of revolutions of the oil pump 37 at idling can be increased as compared with that of the first embodiment. The inside of the box-shaped case 80 can be independently forcedly lubricated.

  FIG. 7 shows a further modification. The arrangement of the first clutch C-1 and the third clutch C-3 is changed as compared with FIG. 6, and the arrangement position of the speed reduction planetary gear 15 is changed. It has been changed. That is, the first and third clutches C-1 and C-3 housed in the box-shaped case 80 are arranged so that their hydraulic servos 65 and 66 are back to back, and the planetary gear 15 for speed reduction is provided. Since the only difference is that the first clutch C-1 is incorporated into the inner peripheral side of the clutch hub 57, the same components are denoted by the same reference numerals, and detailed description thereof is omitted.

  Next, a second embodiment of the present invention will be described with reference to FIGS.

  The automatic transmission 20 according to the second embodiment is different from the above-described automatic transmission according to the first embodiment in that the configuration of the speed reduction planetary gear 15A itself is changed, and the input rotation member and the planetary gear set 16 of the speed reduction planetary gear 15A. A fourth clutch C4 that removably couples the second sun gear S3 is added to achieve eight forward speeds and two reverse speeds.

  In FIG. 8, an automatic transmission 20 includes an input shaft 14, a planetary gear for reduction 15A, a planetary gear set 16, an output shaft 17, and first to first shafts that are sequentially supported on a common axis in a transmission case 12 attached to a vehicle body. 4 clutches C-1 to C-4 and first and second brakes B-1 and B-2.

  A planetary gear 15A for speed reduction that constantly decelerates the rotation of the input shaft 14 is directly connected to the input shaft 14 as a second gear and a sun gear S1 that is always fixed to the mission case 12 as a first rotation element and whose rotation is restricted. The carrier C1, the first pinion 18A supported by the carrier C1 and meshed with the sun gear S1, the second pinion 18B supported by the carrier C1 and meshed with the first pinion 18A, and the second pinion 18B as a third rotating element. The ring gear R1 is configured, and the ring gear R1 functions as a reduction rotating member.

  The small-diameter first sun gear S2 of the planetary gear set 16 is detachably connected to the input shaft 14 via the ring gear R1 of the deceleration planetary gear 15A by the first clutch C-1, and the large-diameter second sun gear S3 is The third clutch C-3 is detachably connected to the input shaft 14 via the ring gear R1 of the speed reduction planetary gear 15A. The second sun gear S3 is detachably connected to the input shaft 14 via the carrier C1 of the speed reduction planetary gear 15A by the fourth clutch C-4. The sun gears S2 and S3 are respectively engaged with a short pinion 21 and a long pinion 22 that are in mesh with each other, and the short pinion 21 and the long pinion 22 are respectively supported by carriers C2 and C3 having a direct connection structure. A ring gear R2 meshes with the long pinion 22, and the ring gear R2 is connected to the output shaft 17 as an output element to drive the counter drive gear 23.

  The large-diameter sun gear S3 is detachably connected to the transmission case 12 by the first brake B-1. The carrier C2 (C3) is detachably connected to the input shaft 14 by the second clutch C-2, and is detachably connected to the transmission case 12 by the second brake B-2.

  The first, third and fourth clutches C-1, C-3, C-4 are incorporated on the speed reduction planetary gear 15 side, and these three clutches C-1, C-3, C-4 are the conventional ones. Instead of the torque converter, it also has a function as a starting clutch device 35.

  FIG. 9 is a mechanism diagram showing the planetary gear for deceleration 15A and the three clutches C-1, C-3, and C-4.

  In the drawing, a reduction planetary gear 15A is disposed on the outer periphery of the front end portion of the input shaft 14 rotatably supported by the mission case 12, and the input shaft 14 is coupled to the carrier C1 of the reduction planetary gear 15A. The sun gear S1 of the deceleration planetary gear 15A is coupled to the front cover 12a of the transmission case 12 and is prevented from rotating. A first pinion 18A (see FIG. 8) that meshes with the sun gear S1 and a second pinion 18B that meshes with the ring gear R1 are supported on the carrier C1, and the first and second pinions 18A and 18B mesh with each other.

  In the mission case 12, a box-shaped case 80A that houses the first, third, and fourth clutches C-1, C-3, and C-4 is provided. The front end of the case 80A is coupled to the carrier C1 of the speed reduction planetary gear 15A, and the rear end is coupled to the third rotating shaft 53 to which the oil pump 37 is coupled. The ring gear R1 of the deceleration planetary gear 15A is coupled to the clutch case 55 of the first clutch C-1 that is rotatably supported around the third rotation shaft 53. A clutch hub 57 of the first clutch C- 1 that is detachably coupled to the clutch case 55 via a separate plate 59 and a friction plate 61 is coupled to the front end portion of the first rotating shaft 51. The clutch case 55 of the third clutch C-3 is coupled to the clutch case 55 of the first clutch C-1, and this clutch case 56 is disposed on the inner periphery of the clutch hub 57 of the first clutch C-1. ing. A clutch hub 58 of the third clutch C-3 that is detachably coupled to the clutch case 56 via a separate plate 60 and a friction plate 62 is coupled to the front end portion of the second rotating shaft 52. A clutch case 83 of the fourth clutch C-4 is coupled to the third rotating shaft 53, and the clutch case 83 is disposed on the inner periphery of the clutch hub 58 of the third clutch C-3. The clutch hub 86 of the fourth clutch C-4 that is detachably coupled to the clutch case 83 via the separate plate 84 and the friction plate 85 is coupled to the clutch hub 58 of the third clutch C-3. . The ring gear R1 of the speed reduction planetary gear 15A is accommodated in the inner periphery of the clutch hub 86 of the fourth clutch C-4.

  The first, third, and fourth clutches C-1, C-3, and C-4 include hydraulic servos 65, 66, and 87, and the clutches C-1, C-, are provided by the hydraulic servos 65, 66, and 87, respectively. 3. The frictional engagement elements C-4 are frictionally engaged so as to be detachable.

  Also in the second embodiment, the first, third and fourth clutches C-1, C-3, C-4 and the planetary gear for reduction 15A are arranged so as to overlap in the axial direction. As a result, the three clutches C-1, C-3, and C-4 are increased in diameter, and the three clutches C-1, C-3, and C-4 are housed in the axial direction. The storage space can be shortened.

  The automatic transmission 20 configured as described above selectively disengages and inputs the first to fourth clutches C-1 to C-4 and the first and second brakes B-1 and B-2. By selectively connecting or fixing the elements of the shaft 14, the output shaft 17, the speed reduction planetary gear 15A, and the planetary gear set 16, a gear ratio of eight forward speeds and two reverse speeds can be established. In FIG. 10, when the circles of the clutches and brakes corresponding to the respective gear stages are marked with ◯, the engaged state of the clutches and brakes is shown, and when there is no mark, the released state is shown.

  Hereinafter, the operation of each gear stage will be described. In the case of the first forward speed in which the first clutch C-1 is engaged and the second brake B-2 is engaged, the reduction rotation of the ring gear R1 of the speed reduction planetary gear 15A is transmitted via the first clutch C-1. Is input to the first sun gear S2 of the planetary gear set 16, but since the carrier C2 (C3) is fixed by the second brake B-2, the ring gear R2 and the output shaft 17 have a first gear ratio. Decelerate and rotate forward.

  In the case of the second speed in which the first clutch C-1 is engaged and the first brake B-1 is engaged, the reduction rotation of the ring gear R1 of the reduction planetary gear 15A is performed via the first clutch C-1. Are input to the first sun gear S2 and the second sun gear S3 is fixed by the first brake B-1, so that the ring gear R2 and the output shaft 17 are decelerated at a gear ratio of 2nd speed and rotated forward. .

  In the case of the third speed in which the first and third clutches C-1 and C-3 are engaged, the reduction rotation of the ring gear R1 of the reduction planetary gear 15A is caused by the first sun gear S2 via the first clutch C-1. To the second sun gear S3 via the third clutch C-3, the planetary gear set 16 is rotated integrally with the ring gear R2 and the output shaft 17 is rotated by the input shaft 14. Forward rotation is performed at a gear ratio of the third speed decelerated by the planetary gear for deceleration 15A.

  In the case of the fourth speed in which the first and fourth clutches C-1 and C-4 are engaged, the reduction rotation of the ring gear R1 of the speed reduction planetary gear 15A is transmitted through the first sun gear S2 via the first clutch C-1. , And the rotation of the input shaft 14 is input to the second sun gear S3 via the fourth clutch C-4, and the ring gear R2 and the output shaft 17 are decelerated at a gear ratio of 4th speed and are It is rotated.

  In the case of the fifth speed in which the first and second clutches C-1 and C-2 are engaged, the reduction rotation of the ring gear R1 of the reduction planetary gear 15A is caused by the first sun gear S2 via the first clutch C-1. , And the rotation of the input shaft 14 is input to the first and second carriers C2 and C3 directly connected via the second clutch C-2. It decelerates at a high gear ratio and rotates forward.

  In the case of the sixth speed in which the second and fourth clutches C-2 and C-4 are engaged, the rotation of the input shaft 14 is input to the second sun gear S3 via the fourth clutch C-4. The planetary gear set 16 is rotated integrally with the input shaft 14 so that the ring gear R2 extends to the output shaft, because the first and second carriers C2 and C3 are directly connected via the second clutch C-2. 17 is rotated forward at a gear ratio of 6 speed.

  In the case of the seventh speed in which the second and third clutches C-2 and C-3 are engaged, the first and second carriers C2 in which the rotation of the input shaft 14 is directly connected via the second clutch C-2. , C3, and the reduced rotation of the ring gear R1 of the planetary gear 15A for reduction is input to the second sun gear S1 via the third clutch C-3. The speed is increased at a gear ratio of

  In the case of the eighth speed in which the second clutch C-2 is engaged and the first brake B-1 is engaged, the rotation of the input shaft 14 is directly connected via the second clutch C-2. And the second sun gear S3 is fixed by the first brake B-1, so that the ring gear R2 and the output shaft 17 are increased at a gear ratio of 8th speed. It is rotated forward.

  In the case of the first reverse speed in which the third clutch C-3 and the second brake B-2 are engaged, the reduction rotation of the ring gear R1 of the speed reduction planetary gear 15A is transmitted through the third clutch C-3 to the second sun gear. Since the first and second carriers C2 and C3 that are directly connected are fixed by the second brake B-2 while being input to S3, the ring gear R2 and the output shaft 17 are decelerated at a gear ratio of the reverse first speed. And reversely rotated.

  In the case of the second reverse speed in which the fourth clutch C-4 and the second brake B-2 are engaged, the rotation of the input shaft 14 is input to the second sun gear S3 via the fourth clutch C-4. At the same time, the directly connected first and second carriers C2 and C3 are fixed by the second brake B-2, so that the ring gear R2 and the output shaft 17 are decelerated at the reverse second gear ratio and rotated in reverse. The

  As described above, with the configuration in which the fourth clutch C4 is added to the automatic transmission 10 shown in the first embodiment, the first to sixth gears are underdriven, and the seventh and eighth gears are forward driven. An automatic transmission 20 with 8 speeds and 2 reverse speeds can be configured.

  In the start control in the second embodiment, for example, when starting at the first forward speed, the start clutch control device 49 (see FIG. 5) so that the first clutch C-1 functions as the start clutch device 35. ) Is controlled, and the third clutch C-3 is used as the starting clutch device 35 when starting at the first reverse speed, and the fourth clutch C-3 when starting at the second reverse speed. The starting clutch control device 49 is controlled to function. As a result, the clutch pressure of the first, third, or fourth clutch C-1, C-3, C-4 is controlled, and the engine power is transmitted to the automatic transmission 10 via the starting clutch device 35.

  In the above-described embodiment, the example in which the input rotation is always decelerated by the reduction planetary gears 15 and 15A and transmitted to the planetary gear set 16 has been described. However, instead of the reduction planetary gears 15 and 15A, the input rotation is always increased. A high-speed planetary gear can be used as long as it is a transmission planetary gear that changes the input rotation to a different rotation at all times.

  Further, in the above-described embodiment, the planetary gear set 16 has been described by taking as an example the Ravigneaux type gear set in which the single pinion planetary gear and the double pinion planetary gear are combined. However, the planetary gear set 16 in the present invention is limited to the Ravigneaux type gear set. Instead, any configuration can be adopted as long as it is a planetary gear set having a plurality of (two or more) planetary gears.

The skeleton figure which shows 1st Embodiment which concerns on this invention. The mechanism figure which shows the planetary gear for deceleration of FIG. The figure which shows the engagement state of the brake and clutch in each gear stage of 1st Embodiment. The speed diagram which shows the rotation ratio of each element of the planetary gear in each gear stage of 1st Embodiment. The block diagram which shows a control apparatus. FIG. 3 is a mechanism diagram showing a modification of FIG. 2. The mechanism figure which shows the modification of FIG. The skeleton figure which shows 2nd Embodiment which concerns on this invention. FIG. 9 is a mechanism diagram illustrating the speed reduction planetary gear of FIG. 8. The figure which shows the engagement state of the brake and clutch in each gear stage of 2nd Embodiment. The speed diagram which shows the rotation ratio of each element of the planetary gear in each gear stage of 2nd Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10, 20 ... Automatic transmission, 12 ... Mission case, 14 ... Input shaft, 14a ... Input rotation transmission shaft, 15, 15A ... Planetary gear for deceleration, 16 ... Planetary gear set, 17 ... Output shaft 18, 18A, 18B ... Pinion, 21 ... Short pinion, 22 ... Long pinion, 27 ... Differential device, 35 ... Starting clutch device, 37 ... Oil pump, 40 ... control device, 48 ... hydraulic servo device, 49 ... start clutch control device, 65, 66, 87 ... hydraulic servo, S1, S2, S3 ... sun gear, C1, C2, C3 ... carrier, R1, R2 ... ring gear, C-1 ... first clutch, C-2 ... second clutch, C-3 ... third clutch, C -4 ... Fourth clutch, B-1 · · · first brake, B-2 · · · second brake.

Claims (10)

In a starting clutch device provided between an engine and a transmission, a transmission planetary gear that constantly changes the input rotation from the output shaft of the engine to a different rotation, and the rotation shifted by the transmission planetary gear are transmitted to the transmission. A starting clutch device comprising: at least two clutches, and an input rotation transmission shaft for transmitting the input rotation as it is to the transmission through the inner peripheral side of the two clutches. 3. The transmission planetary gear according to claim 1, wherein the transmission planetary gear has at least three rotation elements, and the first rotation element is always fixed to the case and the input rotation is input to the second rotation element. A starting clutch device comprising a speed reduction planetary gear for outputting a rotation decelerated from an input rotation from a rotating element. 3. The starting clutch device according to claim 1, further comprising an oil pump drive shaft that is always rotated by an output shaft of the engine through an outer peripheral side of the two clutches and connected to an oil pump. . 3. The speed reduction planetary gear according to claim 2, comprising a double pinion planetary gear having the first rotating element as a sun gear and the second rotating element as a carrier, and the carrier and one output element of the two clutches. A starting clutch device comprising a clutch capable of engaging and disengaging. 5. The starting clutch device according to claim 4, further comprising an oil pump drive shaft that connects a carrier of the speed reduction planetary gear and an oil pump through the outer peripheral sides of the two clutches. In an automatic transmission that achieves a plurality of shift stages by a planetary gear set composed of a plurality of planetary gears for rotation input from an engine output shaft,
A transmission planetary gear that constantly changes the input rotation from the output shaft of the engine to a different rotation, at least two clutches that transmit the rotations shifted by the transmission planetary gear to different elements of the planetary gear set, and of the two clutches A starting clutch device comprising an input rotation transmission shaft that directly transmits the input rotation to the planetary gear set through the circumferential side;
An oil pump driven by the input rotation or the transmission rotation of the transmission planetary gear,
The starting clutch device is disposed on the engine side of the oil pump, and an input clutch for engaging and disengaging the planetary gear set and the rotating element of the planetary gear set with the input rotation transmission shaft on the opposite side of the engine of the oil pump. An automatic transmission characterized by being arranged. 7. The transmission planetary gear according to claim 6, wherein the transmission planetary gear has at least three rotation elements, and the first rotation element is always fixed to the case, and the input rotation is input to the second rotation element. An automatic transmission comprising a speed reduction planetary gear for outputting a rotation decelerated from an input rotation from a rotating element. The long pinion according to claim 7, wherein the planetary gear set is a combination of a single pinion planetary gear and a double pinion planetary gear, and the first and second sun gears are directly meshed with the first sun gear and meshed with the second sun gear via an intermediate pinion. An automatic transmission comprising a Ravigneaux type gear set including a carrier for supporting the long pinion and the intermediate pinion, and a ring gear meshing with the long pinion. 9. The starting clutch according to claim 8, wherein the starting clutch is selectively connected to the first sun gear of the planetary gear set and the first clutch that selectively couples the reduced speed rotation reduced by the speed reduction planetary gear to the second sun gear of the planetary gear set. A third clutch coupled to the transmission, wherein the transmission selects a second clutch that selectively couples the input rotation transmission shaft and the planetary gear set carrier, and a first sun gear of the planetary gear set. A first brake for fixing the planetary gear set, a second brake for selectively fixing the carrier of the planetary gear set, and an output shaft connected to the ring gear of the planetary gear set, and at least six forward stages An automatic transmission characterized by achieving a gear ratio of one reverse gear. 10. The reduction planetary gear of the starting clutch device comprises a double pinion planetary gear having the first rotating element as a sun gear and the second rotating element as a carrier, and the carrier and the third clutch An automatic transmission characterized in that a fourth clutch capable of engaging and disengaging with an output element is added to achieve an eight-speed forward gear ratio.

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