JP4700163B2 - Automatic transmission for automobile - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automatic transmission for an automobile having an oil pump for operating a transmission element of an automatic transmission.
[0002]
[Prior art]
As automatic transmissions for automobiles, there are a multi-stage automatic transmission having a planetary gear mechanism, that is, a planetary gear train, and a belt-type continuously variable transmission mechanism (CVT) that performs a stepless automatic transmission operation using a belt. Also in this automatic transmission, the speed change element constituting the transmission is driven by the hydraulic pressure generated by the oil pump, and the oil pump is directly connected to the crankshaft of the engine and driven by the engine.
[0003]
The driving torque Tp of the oil pump is expressed by the following equation (1), and it is desirable that the driving torque Tp is as small as possible in order to consume a part of the engine torque.
[0004]
Tp = Vth · P / (2π) / ηm (1) where ηm is the mechanical efficiency of the pump, Vth is the discharge amount per rotation of the pump, and P is the discharge pressure.
[0005]
Driving the oil pump directly connected to the engine is desirable for simplifying the mechanism, but the oil pump discharges more oil than required by the automatic transmission, especially at high speeds. Power loss occurs in the rotation range.
[0006]
On the other hand, power consumption L by the oil pump is expressed by the following equation (2).
[0007]
L = P · Q (2) where P is the discharge pressure and Q is the discharge amount per unit time.
[0008]
Since the power consumption L of the pump is a power loss of the engine, the multistage automatic transmission can be controlled to minimize the operating hydraulic pressure or to reduce the pump capacity in order to increase the pump driving efficiency. In both the belt-type continuously variable transmission and the belt-type continuously variable transmission, a technical problem has always been addressed, and conventionally, the following techniques have been proposed in order to reduce the power loss of the oil pump.
[0009]
For example, Prior Example 1 (Japanese Patent Laid-Open No. 3-213772) discloses a hydraulic control device for a CVT in which two discharge ports are provided in an oil pump. When the engine speed is high, one discharge is performed. The hydraulic oil from the port is returned to the suction port to reduce the power loss of the pump in the high rotation range.
[0010]
Prior Example 2 (Japanese Patent Laid-Open No. 10-331677) discloses an automatic transmission having two oil pumps, an engine-driven pump and a motor-driven pump, in order to realize CVT corresponding to the idle stop function. The discharge ports of these two oil pumps are connected to a line pressure circuit via check valves, respectively, so that the engine drive pump and the motor drive pump can be switched selectively.
[0011]
Prior Example 3 (Japanese Patent Laid-Open No. 10-89445) discloses a multi-stage automatic transmission in which an oil pump is driven by an electric motor, and makes the operating speed of the pump independent of the engine speed. Thus, it is possible to eliminate power loss caused by driving the pump at a high speed, and to cope with idle stop.
[0012]
[Problems to be solved by the invention]
1. In recent years, in order to further improve fuel efficiency, attempts have been made to reduce the idling speed when the vehicle is stopped due to a signal or the like. In order to reduce the minimum engine speed during idling, it is necessary to increase the capacity of the oil pump in order to ensure the function of the automatic transmission. In this case, in the technique of the first example, it is necessary to increase the discharge capacity to cope with the low idling. When the engine speed is high, the surplus of the discharge amount increases and the power loss increases. become.
[0013]
Even in the case of the prior example 2, since only the engine drive pump operates during engine operation, the capacity of the engine drive pump must be increased for low idling, and the power loss at high revolutions also increases. .
[0014]
2. In some cases, the engine rotation is selectively stopped in order to suppress fuel consumption when the vehicle is stopped.
[0015]
In the case of the preceding example 1, the operation of the hydraulic system is stopped when the engine rotation is stopped, and the hydraulic oil leaks from the hydraulic cylinders of the respective parts during the stop and the hydraulic oil is drained from the hydraulic system by the drain due to gravity. The hydraulic pressure becomes unstable for a certain time immediately after starting. For this reason, for example, when idle stop is performed while waiting for a signal, it is required that the signal changes and the vehicle can start immediately, but such a time delay is not preferable for a rapid start.
[0016]
3. Problems when the electric pump is applied to an automatic transmission As in the preceding example 3, when the hydraulic source of the automatic transmission is limited to a motor-driven pump, the starting reliability of the motor is required. This is because automobiles are required to be able to run even in an extremely low temperature environment of −30 ° C. or lower. However, in such an environment, the viscosity of hydraulic oil is remarkably high, and there is no sufficient generated torque in the electric motor. The oil pump cannot be started. The use of a high torque electric motor increases the weight and increases the cost.
[0017]
An object of the present invention is to achieve low idling and idling stop using a single oil pump, and to ensure that an automatic transmission can be operated even when the viscosity of hydraulic oil is high. .
[0018]
[Means for Solving the Problems]
The automatic transmission for an automobile of the present invention is an automatic transmission for an automobile having an automatic transmission that changes the rotation of a crankshaft of an engine and transmits the rotation to a drive wheel. Hydraulic oil is applied to a transmission element that constitutes the automatic transmission. It has an oil pump for supplying an engine torque transmitting shaft driven by said engine, and a motor main shaft driven by an electric motor, a power synthesizing mechanism connected only to the oil pump, the oil pump engine It is characterized by being driven by power and motor power.
[0019]
The automatic transmission for an automobile according to the present invention is a single pinion planetary gear in which the power combining mechanism has a sun gear, a ring gear arranged concentrically therewith, and a carrier that rotatably supports a pinion gear meshing with the sun gear and the ring gear. The carrier is connected to a pump drive shaft, one of the ring gear and the sun gear is connected to the engine torque transmission shaft, and the other is connected to the motor main shaft.
[0020]
In the automatic transmission for an automobile of the present invention, the power combining mechanism is a sun gear, a ring gear arranged concentrically therewith, a first pinion gear that meshes with the ring gear, and a second gear that meshes with the sun gear and the first pinion gear. A pinion planetary gear train having a carrier rotatably supporting each of the pinion gears, wherein the ring gear is connected to the pump drive shaft, and one of the carrier and the sun gear is connected to the engine torque transmission shaft. The other is connected to the motor spindle.
[0021]
The automatic transmission for an automobile of the present invention includes a one-way clutch that prevents reverse rotation of the motor main shaft.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0023]
FIG. 1 is a skeleton diagram showing a drive system having an automobile automatic transmission according to an embodiment of the present invention. A belt type continuously variable transmission (CVT) is used as the automatic transmission. As shown in FIG. 1, the rotation of the crankshaft 1 driven by an engine (not shown) is transmitted to the continuously variable transmission 4 via a torque converter 2 as a starting device and a forward / reverse switching device 3. It has become.
[0024]
The torque converter 2 has a lockup clutch 5, and the lockup clutch 5 is connected to the turbine shaft 6. One side of the lockup clutch 5 is a supply chamber, that is, an apply chamber 7a, and the other side is an open chamber, that is, a release chamber 7b. By circulating the hydraulic pressure supplied into the release chamber 7b through the apply chamber 7a, a torque converter is provided. 2 becomes an operation state.
[0025]
The crankshaft 1 is directly connected to a casing 8 of the torque converter 2, and an engine torque transmission shaft 9 is fixed to the casing 8, and the engine torque transmission shaft 9 is directly connected to the crankshaft 1 through the casing 8. .
[0026]
The forward / reverse switching device 3 includes a forward clutch 11 for transmitting the rotation of the turbine shaft 6 that is an output shaft of the torque converter 2 to the continuously variable transmission 4 in a forward direction, and a reverse brake 12 for transmitting the rotation in the reverse direction. When the forward clutch 11 is connected by supplying hydraulic pressure to the clutch oil chamber 11a, the rotation of the turbine shaft 6 is transmitted to the continuously variable transmission 4 in the positive direction, and is supplied to the brake oil chamber 12a. When the hydraulic pressure is supplied and the reverse brake 12 is connected, the speed is reduced and transmitted in the reverse direction.
[0027]
The continuously variable transmission 4 has an input shaft or primary shaft 13 connected to the forward / reverse switching device 3 and an output shaft or secondary shaft 14 parallel to the input shaft. A primary pulley 15 is provided on the primary shaft 13, and the primary pulley 15 is slidable in the axial direction by a ball spline or the like on the primary shaft 13 opposite to the fixed pulley 15 a fixed to the primary shaft 13. A movable pulley 15b to be mounted is provided, and the interval between the cone surfaces of the pulley, that is, the pulley groove width is variable. A secondary pulley 16 is provided on the secondary shaft 14, and the secondary pulley 16 slides in the axial direction on the secondary shaft 14 in the same manner as the movable pulley 15 b facing the fixed pulley 16 a fixed to the secondary shaft 14. The pulley has a movable pulley 16b that is freely mounted, and the groove width of the pulley is variable.
[0028]
A belt 17 is stretched between the primary pulley 15 and the secondary pulley 16, and the groove width of both pulleys 15, 16 is changed to change the ratio of the winding diameter with respect to each pulley 15, 16. As a result, the rotation of the primary shaft 13 is continuously shifted and transmitted to the secondary shaft 14.
[0029]
The rotation of the secondary shaft 14 is transmitted to the wheels 19a and 19b via a gear train having a reduction gear and a differential device 18. In the case of a front wheel drive vehicle, the wheels 19a and 19b are front wheels. In the case of a wheel drive vehicle, an extension mechanism is provided between the differential device 18 and the rear wheel.
[0030]
In order to change the groove width of the primary pulley 15, a plunger 21 having a cylindrical portion and a disk portion is fixed to the primary shaft 13, and the primary cylinder 22 that slidably contacts the outer peripheral surface of the plunger 21 is a movable pulley. The drive oil chamber 23 is formed between the plunger 21 and the movable pulley 15b.
[0031]
In order to change the groove width of the secondary pulley 16, a plunger 26 having a tapered cylindrical portion is fixed to the secondary shaft 14, and the secondary cylinder 27 slidably contacting the outer peripheral surface of the plunger 26 is movable pulley 16 b. A drive oil chamber 28 is formed between the plunger 26 and the movable pulley 16b.
[0032]
The forward / reverse switching device 3 and the continuously variable transmission 4 are incorporated in a transmission case 29, and are provided in the drive oil chambers 23 and 28 provided in the continuously variable transmission 4 or the forward / reverse switching device 3 and the clutch oil chamber 11a. An oil pump 30 is provided to supply hydraulic oil to a speed change element that is operated by hydraulic pressure such as the brake oil chamber 12a.
[0033]
2 is an enlarged cross-sectional view showing the main part of FIG. 1, FIG. 3 is a cross-sectional view showing the oil pump 30 as seen from the direction along the line AA in FIG. 2, and the oil pump 30 is a transmission case. 29 has a pump body 32 attached to a rear cover 31a fixed to 29. The oil pump 30 is a trochoid pump. As shown in FIG. 3, the outer rotor 33 and the inner rotor 34 are eccentrically attached to each other in the pump main body 32 so as to be rotatable. Is provided with an inner gear 33a, and the inner rotor 34 is provided with an outer gear 34a.
[0034]
The pump main body 32 is provided with a power combining mechanism 35, and the power combining mechanism 35 is incorporated in a gear housing 40 attached to the pump main body 32. The power combining mechanism 35 includes a sun gear or sun gear 37 provided on the first drive shaft 36 and an internal gear or ring gear 39 provided concentrically with the sun gear 37 and provided on a hollow second drive shaft 38. A plurality of pinion gears 43 meshing with the sun gear 37 and the ring gear 39 are rotatably mounted on the carrier 42 provided on the hollow pump drive shaft 41 that is rotatably mounted outside the first drive shaft 36. Yes. The pump drive shaft 41 is connected to an inner rotor 34 that is a drive unit of the oil pump 30.
[0035]
FIG. 4 is a skeleton diagram showing the power combining mechanism 35 as viewed from the direction along the line BB in FIG. 2, and the pinion gears 43 mesh with the sun gear 37 and the ring gear 39, respectively. The synthesizing mechanism 35 is a single pinion planetary gear train, that is, a single pinion type planetary gear mechanism.
[0036]
As shown in FIG. 1, an engine torque transmission shaft 9 is directly connected to the crankshaft 1 via a casing 8 of the torque converter 2, and a drive side sprocket 44 is fixed to the engine torque transmission shaft 9. A chain 46 is attached to the driven-side sprocket 45 and the driving-side sprocket 44 fixed to the driving shaft 36, and the first driving shaft 36 is driven by the engine. These sprockets 44 and 45 and the chain 46 are covered with a front cover 31b fixed to the rear cover 31a.
[0037]
As shown in FIG. 2, an electric motor 47 is attached to the transmission case 29, the motor main shaft 48 of the electric motor 47 is directly connected to the second drive shaft 38, and the pump drive shaft 41 provided with the carrier 42 is an oil pump. 30 is connected to an inner rotor 34 as a pump drive unit.
[0038]
As a result, the sun gear 37 is connected to the engine via the first drive shaft 36, the ring gear 39 is connected to the motor main shaft 48 via the second drive shaft 38, and the oil pump 30 is connected to the engine power and motor power. The power is combined by the power combining mechanism 35 and transmitted to the inner rotor 34 as a pump drive unit. However, the sun gear 37 may be driven by the electric motor 47 and the ring gear 39 may be driven by the engine.
[0039]
FIG. 5 is a block diagram showing a control unit 50 for controlling the rotation of the electric motor 47. The control unit 50 includes a target motor rotation setting unit 51, a motor driver 52 for driving the motor according to the target value, and a fail detection unit 53. The motor rotation speed is feedback-controlled by the motor driver 52 based on the signal from the rotation sensor 54 attached to the electric motor 47.
[0040]
In order to determine the target motor speed, the target motor speed setting unit 51 includes a throttle opening signal 55, an engine speed signal 56, a vehicle speed signal 57, a range switch signal 58, a brake switch signal 59, and hydraulic oil. Each temperature signal 60 is sent.
[0041]
The target motor rotation setting unit 51 is connected to a bidirectional signal line for sending and receiving the engine cooperation signal 61 and the transmission cooperation signal 62. The engine cooperation signal 61 receives, for example, an idle stop notice signal from the engine, or sends an idle stop prohibition signal when the motor fails. The transmission coordination signal 62 receives, for example, a pump rotation up request or sends out a fail signal to cause the transmission to change a lockup schedule or a shift line.
[0042]
In general, the speed relational expression of the single planetary gear train is expressed by the following expression (3), and the pump speed ωc is the sum of the engine speed ωs and the motor speed ωr.
[0043]
ωr · Zr + ωs · Zs = ωc × (Zr + Zs) (3) where Zr is the number of teeth of the ring gear and Zs is the number of teeth of the sun gear.
[0044]
FIG. 6 is a characteristic diagram schematically illustrating the relationship of the expression (3). In this figure, the motor rotational speed ωr is plotted on the horizontal axis and the pump rotational speed ωc on the vertical axis under a constant engine rotational speed ωs. Is shown. When the motor speed ωr is 0, the pump speed ωc is {Zs / (Zr + Zs)} · ωs, and the oil pump 30 is driven at a speed reduced with respect to the engine speed. Become. When the motor speed ωr is increased to match the engine speed ωs, the pump speed ωc is also the same as the engine speed ωs, and when the motor speed ωr is further increased, the pump is rotated at a speed exceeding the engine speed ωs. Can be driven.
[0045]
Therefore, in the illustrated automatic transmission, the required flow rate of hydraulic oil can be ensured by increasing the rotation of the electric motor 47 even when the engine is running at a low speed. In particular, the oil pump 30 can be driven by the electric motor 47 even when the engine is stopped.
[0046]
On the other hand, if the rotation of the electric motor 47 is lowered, the number of rotations of the oil pump 30 is reduced, so that power loss can be reduced. When the rotational speed of the oil pump is to be further reduced, the electric motor 47 is reversed. In the case of reverse rotation, since the electric motor 47 absorbs a part of the engine torque, if the regenerative circuit is connected to the electric motor 47, it can be used as electric energy, and the rotation speed of the oil pump 30 can be efficiently performed. Can be controlled.
[0047]
Even when the electric motor 47 cannot be started, the oil pump can be driven by engine rotation, so that the reliability of the automatic transmission can be improved.
[0048]
In particular, if a motor with a brake is used as the electric motor 47, that is, an electromagnetic type mechanical brake motor that locks the rotation of the motor when not energized, even if the motor is idle due to disconnection of the coil or damage to the driver circuit, the engine Since the pump can be driven only by this, the reliability of the automatic transmission can be improved.
[0049]
Further, since the planetary gear train is used as the power combining mechanism 35, the pump driving torque can be distributed to the electric motor 47 and the engine, and the load on the motor can be reduced. The following formula shows the distribution ratio of the pump driving torque.
[0050]
Engine sharing torque Te = {Zs / (Zr + Zs)}. Tp (4)
Motor sharing torque Tm = {Zr / (Zr + Zs)}. Tp (5)
However, Tp is the driving torque of the oil pump, and as can be seen from these equations, the torque shared by the electric motor 47 is reduced compared to the case where the motor alone drives the pump. And weight reduction.
[0051]
FIG. 7 is a cross-sectional view showing a portion corresponding to FIG. 2 of the above-described embodiment in an automatic transmission for an automobile which is another embodiment of the present invention.
[0052]
In this automatic transmission, a one-way clutch, that is, a one-way clutch 49, is provided between the second drive shaft 38 provided with the ring gear 39 and the gear housing 40, and rotates when the motor main shaft 48 rotates forward. When the transmission is transmitted to the ring gear 39 and the ring gear 39 is reversely rotated, the reverse rotation of the motor main shaft 48 is restricted so that the ring gear 39 can only perform normal rotation. Thereby, it is not necessary to use a motor with a brake as in the embodiment described above. That is, when the electric motor 47 cannot be started, the torque generated in the ring gear 39 due to the pump drive reaction is supported by the gear housing 40 via the one-way clutch 49, so the oil pump 30 is driven only by the engine. Since the one-way clutch 49 is small and has a high torque load capability, and there are fewer restrictions on the use environment than a brake, the electric motor 47 can be made smaller and lighter than when a motor with a brake is used. However, in the pump rotation range shown in FIG. 6, the low rotation portion of the pump realized by the reverse rotation of the electric motor 47 cannot be used, so it is necessary to select according to the fluctuation range of the consumption flow rate of the hydraulic system. .
[0053]
FIG. 8 is a skeleton diagram showing a main part of an automatic transmission for a vehicle which is another embodiment of the present invention, and FIG. 9 is a skeleton diagram showing a portion along line CC in FIG.
[0054]
As described above, the driving torque of the oil pump 30 is distributed to the engine and the electric motor 47 by the power combining function of the planetary gear mechanism, that is, the planetary gear train, and the higher torque sharing ratio has a characteristic that the pump speed is more strongly controlled. . In general, in a single-pinion planetary gear train, Zr / Zs = 1.5-3, whereby the motor share is 60% -75%. By reversing the input member of the planetary gear train and connecting the sun gear to the motor main shaft 48 of the electric motor 47 and connecting the ring gear 39 to the engine, it is possible to easily cover a region with a low motor share (40% to 25%). Can do. If the motor share is less than 25%, or an area exceeding 75% can be realized by setting a significantly large specification for the ring gear 39, there is less practical difference because there is less difference with no motor or with only the motor. Few.
[0055]
In the embodiment shown in FIG. 8 and FIG. 9, it is considered that there is a practical requirement, and it is possible to realize a share ratio of around 50% that cannot be applied in the single pinion planetary gear train.
[0056]
In this embodiment, the sun gear 37 is attached to the first drive shaft 36 as described above, and this drive shaft 36 is chained to the engine torque transmission shaft 9 directly connected to the crankshaft 1 of the engine. It is connected via 46. On the other hand, the carrier 42 is connected to the motor main shaft 48 through the second drive shaft 38 as shown in FIG. 8, and the ring gear 39 is connected to the inner rotor 34, that is, the drive unit of the oil pump 30 through the hollow pump drive shaft 41. Has been. A plurality of pairs of a first pinion gear 43a meshing with the ring gear 39 and a second pinion gear 43b meshing with the pinion gear 43a and the sun gear 37 are rotatably mounted on the carrier 42 as a pair. Reference numeral 35 denotes a double pinion planetary gear train, that is, a double pinion type planetary gear mechanism.
[0057]
The speed relational expression and torque relational expression of this double pinion planetary gear train are as follows.
[0058]
ωr · (Zr−Zs) + ωs · Zs = ωr × Zr (6)
Engine sharing torque Te = (Zs / Zr) · Tp (4)
Motor sharing torque Tm = {(Zr-Zs) / Zr} Tp (5)
If Zr / Zs = 2, the motor share is 50%. Therefore, if the power combining mechanism 35 is a double pinion planetary gear train, the motor share is difficult to obtain with a single pinion planetary gear train. The planetary gear train can be complemented.
[0059]
Even in this type of power combining mechanism 35, the sun gear 37 may be driven by the motor main shaft 48, and the carrier 42 may be driven by the electric motor 47. The power combining mechanism 35 prevents the motor main shaft 48 from reversing. A one-way clutch 49 may be provided.
[0060]
It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention.
[0061]
For example, although the torque converter 2 is provided in the drive system shown in FIG. 1, the present invention can be applied to a case where the torque converter 2 is not provided. Further, FIG. 1 shows a drive system having a continuously variable transmission 4 as an automatic transmission. However, even when a multi-stage automatic transmission is provided, an oil pump for driving a shift element constituting the drive system is illustrated. can do.
[0062]
【The invention's effect】
According to the present invention, since one oil pump for operating a speed change element in an automatic transmission can be driven by an engine and an electric motor, only the engine or the electric motor or The oil pump can be driven by both the engine and the electric motor.
[0063]
Even if the idling speed is lowered, it is not necessary to increase the capacity of the oil pump.
[0064]
Even if the idling rotation is stopped when the vehicle is stopped, the operation of the automatic transmission can be brought into a stable state immediately after the engine is started.
[0065]
Even when the viscosity of the hydraulic oil is high, the automatic transmission can be reliably operated by starting the oil pump.
[0066]
By making the planetary gear mechanism a power combining mechanism, the engine power and the electric motor power can be combined and transmitted to the oil pump in a limited space, and the oil pump can be driven by the electric motor. The burden rate of the pump driving torque can be easily changed.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing a drive system having an automobile automatic transmission according to an embodiment of the present invention.
FIG. 2 is an enlarged cross-sectional view showing a main part of FIG.
3 is a cross-sectional view showing the oil pump as seen from the direction along line AA in FIG. 2;
4 is a skeleton diagram showing a power combining mechanism as seen from the direction along line BB in FIG. 2; FIG.
FIG. 5 is a block diagram showing a control unit for controlling the rotation of the electric motor.
6 is a characteristic diagram showing the operating characteristics of the oil pump shown in FIG. 2. FIG.
FIG. 7 is a cross-sectional view showing a portion corresponding to FIG. 2 of the above-described embodiment in an automatic transmission for an automobile that is another embodiment of the present invention.
FIG. 8 is a skeleton diagram showing a main part of an automatic transmission for an automobile that is another embodiment of the present invention.
FIG. 9 is a skeleton diagram showing a portion along line CC in FIG. 8;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Crankshaft 2 Torque converter 9 Engine torque transmission shaft 29 Transmission case 30 Oil pump 32 Pump main body 33 Outer rotor 34 Inner rotor 35 Power synthetic | combination mechanism 36 1st drive shaft 37 Sun gear 38 2nd drive shaft 39 Ring gear 41 Pump drive shaft 42 Carrier 43, 43a, 43b Pinion gears 44, 45 Sprocket 47 Electric motor 48 Motor spindle 49 One-way clutch

Claims (4)

In an automatic transmission for an automobile having an automatic transmission that changes the rotation of a crankshaft of an engine and transmits it to drive wheels,
An oil pump for supplying hydraulic oil to a speed change element constituting the automatic transmission;
Wherein a and the engine torque transmission shaft driven by the engine, and a motor main shaft driven by an electric motor, a power synthesizing mechanism connected only to the oil pump,
An automatic transmission for an automobile, wherein the oil pump is driven by engine power and motor power.   2. The automatic transmission for an automobile according to claim 1, wherein the power combining mechanism includes a sun gear, a ring gear disposed concentrically therewith, and a carrier that rotatably supports a pinion gear that meshes with the sun gear and the ring gear. A pinion planetary gear train, wherein the carrier is connected to a pump drive shaft, one of the ring gear and the sun gear is connected to the engine torque transmission shaft, and the other is connected to the motor main shaft. Automatic transmission for automobiles.   2. The automatic transmission for an automobile according to claim 1, wherein the power combining mechanism meshes with a sun gear, a ring gear arranged concentrically therewith, a first pinion gear meshing with the ring gear, and the sun gear and the first pinion gear. A double pinion planetary gear train having a carrier that rotatably supports the second pinion gears, wherein the ring gear is connected to the pump drive shaft, and one of the carrier and the sun gear is used as the engine torque transmission shaft. An automobile automatic transmission characterized in that the other is connected to the motor spindle.   The automatic transmission for automobiles according to any one of claims 1 to 3, further comprising a one-way clutch for preventing reverse rotation of the motor main shaft.

Images