JPS62155357A - Automatic transmission - Google Patents

Abstract

PURPOSE:To obtain four kinds of speed change stages without replacing an axle case by constituting an automatic speed change mechanism part so that the switching between the third and fourth advance speed is permitted by switching clutches or engagement means. CONSTITUTION:An automatic speed change mechanism part 101 consists of two planetary gear devices 2 and 3, input member 5, output member 9, clutches C1 and C2 and brakes B1, B2, and B3, and one-way clutches F1 and F2. Further, an additional speed change part 201 for freely mounting and demounting a subspeed change unit 22 is arranged. The automatic speed change mechanism part is constituted so as to switch the third and fourth advance speed by properly switching a clutch C0 or an engagement means F0, and said switching part 6 (C0, F0) is arranged at the top edge part of the mechanism part 10 and housed into an axle cover part. Therefore, the speed change stage consisting of four kinds of advance speed can be obtained, keeping an axle case as it is.

Description

Detailed Description of the Invention (a) Industrial Application Field The present invention relates to an automatic transmission, particularly an automatic transmission for automobiles used together with a torque converter, and more specifically, to an automatic transmission for automobiles that is used with a torque converter. Regarding automatic transmissions that can be obtained.

(B) Conventional technology Conventionally, a 4-speed automatic transmission mechanism is based on a 3-speed automatic transmission mechanism consisting of two planetary gear units, and an overdrive (0/ D) mechanism or underdrive (U
/D) A mechanism is attached to obtain four forward speeds.

Incidentally, in recent years, automatic transmissions have been required to be further downsized and have increased transmission torque capacity due to the shift to F-F (front engine/front drive) vehicles and higher horsepower, for example. However, a four-speed automatic transmission consisting of three planetary gear units with the O/D mechanism and the like cannot satisfy the above demand.

tI → The problem that the invention attempts to solve.

On the other hand, in recent years, with the increase in the number of types of vehicles and the wide variation within the same type of vehicle, it is necessary to have a wide variety of automatic transmissions, and there is a trend toward high-variety, low-volume production. By the way, the 4-speed automatic transmission equipped with the above-mentioned 0/D 4m structure or U/Dm structure has a completely different external shape from a device consisting of a 3-stroke automatic transmission mechanism, so the entire transaxle case is made of 5 different types. Even if the 3-speed automatic transmission mechanism is the same, it must be produced on a completely different line. Therefore, in order to respond to the recent diversification, a huge amount of capital investment is required. Become.

Furthermore, due to the recent diversification of needs and demands for improved fuel efficiency, it is desired to have even more gears, and responding to this trend of increasing the number of gears will require even greater capital investment. .

Therefore, the present invention is configured so that the transaxle case, which is a large part, is shared to obtain the 3-speed and 4-speed automatic transmission mechanism parts, thereby meeting diversifying needs without causing a significant increase in cost. The purpose of this is to provide an automatic transmission that is compatible with the above.

B) Means for Solving the Problem The present invention has been made in view of the above-mentioned circumstances. For example, as shown in FIGS. 1 and 2, two planetary gear units 2, 3, an input member 5 and Output member 9, and clutches C, C2, (G
o) and locking means B, B2. B3.
F,, F2. Automatic transmission mechanism section 1 having (Fo)
0. , (10□), an additional transmission section 20 to which the sub-transmission unit 22 can be installed or removed. , (20
□), and a torque converter section 31 and a differential section 35 as necessary, each of which is fixed to a transaxle case 37 and both sides of the case), a lance axle housing 36, and a transaxle cover 39. Automatic transmission housed in (39') 1. , Pertaining to (1).

The automatic transmission mechanism section is configured to be able to change between the third forward speed (10,) and the fourth forward speed (102) by appropriately changing (adding or deleting) the clutch C8 and/or the locking means F0. Ru. Furthermore, the changing unit 6 (Co, Fo)
is the automatic transmission mechanism section 10. ．． The transaxle cover 39. (39'), and is characterized by being configured to obtain a large number of speeds (for example, 3rd to 6th speeds) without changing the transaxle eight-wheel jig 36 and the transaxle case 37.

(E) Function Based on the above configuration, the 3-speed and 4-speed automatic transmission mechanism section 10.
, 102 are assembled in a common transaxle case 37 using substantially common parts.

Then, in the final stage of assembly, the third clutch and the third one-way clutch F. A modified part 6, 6' with or without is assembled, which differs between 3rd and 4th gear) - a lance axle cover 39 or 39
’ is stored and covered. Furthermore, an additional transmission section 20. ，
The sub-transmission unit 22 consisting of a U/D mechanism or the like is installed in the 20□, or a simple reduction gear or the like is incorporated, and the transaxle case 37 can be assembled into various, multi-stage automatic transmissions without changing the transaxle case 37. The transmission should be number 1.

(F) Embodiments Hereinafter, embodiments of the present invention will be described with reference to the drawings.

First, an outline of an automatic transmission according to a first embodiment of the present invention will be explained with reference to FIGS. 3 to 11.

The automatic transmission mechanism section 101 or 102 according to this embodiment consists of a single planetary gear unit 2 and a dual planetary gear unit 3, and the carriers CR (CR, , CR2) of these two planetary gear units 2, 3 and the sun gear s (s).

S ) are integrally connected to each other, and predetermined elements R,,S, (R2) of both planetary gear units 2 and 3 are connected together.
are respectively connected to the input member 5 via the clutches C, , C2, (C01), and the predetermined element S.

R2 is brake B,, B2. B3 and one-way clutch F, F2. It is configured to be locked at (Fo).

The plurality of clutches C, , C2, (C0) are arranged together as a clutch section 6, 6', and the clutch section is an automatic transmission mechanism section 10. ．． 102. Further, an additional transmission section 20. is located adjacent to the automatic transmission mechanism section 10□, 10°. , 202 are arranged in parallel, and the additional transmission section is the automatic transmission mechanism section 10. ．． It has a counter gear 21 interlocked with the output member 9 of 102, and
A sub-transmission unit 22 is arranged so as to be freely attachable or detachable. By changing the clutch parts 6, 6' and installing or removing the auxiliary transmission unit 22, the automatic transmissions 11 to 1
5 is configured to obtain a large number of gear stages. That is,
The automatic transmission mechanism section 10 is converted into a 3-speed automatic transmission mechanism section 101 and a 4-speed automatic transmission mechanism section lO2 by converting the clutch sections 6 and 6', and the additional transmission section 20 is changed by installing the sub-transmission unit 22. Two speeds of direct coupling and underdrive (U/D), and a simple reduction gear 25 can be obtained by removing the sub-transmission unit, and a large number of gears can be obtained by combining these automatic transmission mechanisms and additional transmission parts.

Specifically, the 3-speed automatic transmission mechanism section 10. For example, as shown in FIGS. 3 and 5, the input member 5 connected from the engine output shaft 15 via the torque converter 16 or the lock-up clutch 17 is connected to the single planetary gear unit via the first clutch C. It is connected to the second ring gear R3 and to the sun gear S via the second clutch C.

Further, the sun gear S is directly braked by the first brake B1, and the second gear is braked via the first one-way clutch F1.
The rotation in one direction is restricted by the brake B2 of the dual planetary gear unit 3, and the ring gear R2 of the dual planetary gear unit 3 is
It is directly braked by the third brake B3, and the one-way clutch F2 of @2 is restricted from rotating in one direction. Furthermore, a carrier CR is connected to the output member 9.

Furthermore, as shown in FIGS. 7 and 9, the 4-speed automatic transmission mechanism 102 switches to a 3-speed automatic transmission 41110□, and connects the input member 5 to the dual plane gear 3 via the third clutch C6. It is connected to ring gear R2.

Furthermore, a third gear is provided between the input member 5 and the sun gear S to prevent the rotation of the sun gear S from exceeding the rotation of the input member I.
One-way clutch F. is intervening.

On the other hand, the additional transmission section 20. , 20□ are connected to the counter (driven) gear 21 and (
differential drive) consists of a simple reduction gear 25 integrated with a pinion 23, or
As shown in the figure, an auxiliary transmission unit 22 is installed. The sub-transmission unit 22 is a single plane clutch unit 26.
The ring gear R3 is connected to the counter gear 21, and the carrier CR is connected to the output pinion 23.

Further, the rotation of the sun gear S3 in one direction is restricted by the fourth one-way clutch F3, and the rotation of the sun gear S3 is restricted by the fourth one-way clutch F3.
It is braked by a hammer and is connected to the carrier CR via a fourth clutch C1.

Based on the above configuration, as shown in FIG. 3, a 3-speed automatic transmission mechanism section 10. and an additional transmission section 20 consisting of a reduction gear 25.
A three-speed automatic transmission 11 is obtained by the combination of the following. The automatic transmission 11 operates according to the operation table shown in FIG. That is, in the D range, the 1st speed state is the 2nd (
Forward) Connect clutch C. Then, the rotation of the input member (shaft) 5 is transmitted to the ring gear R of the switching unit 2 via the clutch C1, and in this state,
Since the ring gear R2 of the dual unit 3 is prevented from rotating by the second one-way clutch F2, the common carrier CR is rotated at a significantly reduced speed in the forward direction while causing the sun gear S to idle in the opposite direction, and this rotation is caused by the rotation of the output member (gear). It is taken out from 9. In addition, in the second speed state, the first clutch C1
In addition to the connection, the second (second) brake B2 is activated. Then, rotation of the sun gear S is stopped by the operation of the first one-way clutch F based on the brake B, and therefore, the rotation of the ring R1 from the input member 5 causes the carrier CR to rotate while causing the ring gear R2 of the dual unit 3 to idle in the forward direction. The rotation is decelerated in the positive direction, and the rotation is caused by the output member 9
It is taken out as a 2nd speed. Also, in the third speed state, the first
In addition to the (forward) clutch C1 being connected, the second (direct) clutch C2 is connected. Then, the rotation of the input member 5 is transmitted to the sun gear S together with the ring gear R1,
Blanetari Gyauni! -2 rotates together, and accordingly, the carrier CR also rotates together from the output member 9 to the input member 5.
The same speed rotation is extracted. At this time, if the second brake B2 is released before the direct clutch Cgl is connected,
Since the state returns to the first speed, the second brake B2 is disengaged after the clutch C2 is connected, or remains engaged. Further, in the reverse (R) range, the second clutch C2 and the third (1st/reverse) brake B3 are operated. Then, the rotation of the input member 5 is transmitted to the sun gear S via the clutch C2, and in this state, the rotation of the input member 5 is transmitted to the sun gear S via the clutch C2. Since the ring gear R2 of the single unit l-3 is fixed, the carrier CR is also reversed while the ring gear R1 of the single unit l-2 is being reversed, and the reverse rotation of the carrier is taken out to the output member 9. Further, in the lunge, in addition to the first speed state in the D range, the third brake B3 is operated.

Therefore, during engine braking (input/output reversal), in the D range, the transmission is cut off by the one-way clutch F2, resulting in a idling state, but in the lunge, the ring gear R2 is held in a fixed state by the brake B3, and is kept in the L speed state. It will be done. Furthermore, the 1st speed of the 2nd range is the same as the 1st speed of the D range, and the 2nd speed is the 1st speed in addition to the 2nd speed state of the D range.
(2nd coast) Brake B is activated. Then, during engine braking, in the D range, the one-way clutch F causes the engine to idle, but in the 2nd range, the sun gear S is held in a fixed state by the brake B1, and the 2nd speed state is maintained.

Then, automatic transmission mechanism section 10. The third forward speed and the first reverse speed are provided by an additional transmission section 20 consisting of a reduction gear 25. It is transmitted from the differential section to the left and right axles via the

Next, as shown in FIG. 5, the 3-speed automatic transmission mechanism section 10
．． A four-speed automatic transmission 12 consisting of an underdrive (U/D) is obtained by combining this with the additional transmission section 202 equipped with the auxiliary transmission unit 22. And the automatic transmission 1
゜ operates according to the operation table shown in FIG. That is, 3
The automatic transmission mechanism section 10 operates in the same manner as the 3-speed transmission 11 described above, but in the first and second speeds in the D range, the additional transmission section 202 operates, the fourth brake B4 and the fourth one-way clutch F3 operate. The sun gear S3 is in a stopped state after being activated. Therefore, the rotation of the count gear 21 from the automatic transmission 4A mechanism 10 is taken out as U/D to the carrier CR through the ring gears R, and the rotation is taken out as U/D from the transmission 1. First and second speeds consisting of lower speeds are obtained. Next, the automatic transmission mechanism section 10. remains in the second speed state, the fourth brake B4 in the additional transmission section 202 is released and the fourth clutch C8 is connected.

Then, in the planetary gear unit 26, the sun gear S and the carrier CR3 are integrated, and the rotation of the ring gear R3 is directly connected to the output pinion 23 and taken out. Therefore, the second speed of the automatic transmission mechanism section 10 and the additional transmission section 20□
In combination with the direct connection, a total of three speeds can be obtained. Then, when the automatic transmission mechanism section 10□ enters the aforementioned third speed state while the additional transmission section 202 remains in the directly connected state, a total of four speeds can be obtained. Further, the 1st and 2nd speeds in the 3rd range are the same as the D range described above, and the 3rd speed is the automatic transmission mechanism section 10□
This is obtained by combining the third speed of 1 and the U/D of the additional transmission section 20□. Therefore, the 3rd gear of the D range (Y, automatic transmission mechanism section 1
0. is the 2nd speed and involves the one-way clutch F1, which becomes free during engine braking and reduces the shock during gear shifting, whereas the 3rd speed in the 3rd range is the automatic transmission mechanism part 10 and the additional gear shift. When both portions 202 are in a connected state, the engine brake is activated, and the υ/DM speed gear ratio of the sub-transmission unit 22 is increased, the reduction ratio can be made larger than the third speed in the D range.

Also, in both the D range and the 3rd range, the automatic transmission mechanism section 10
Simultaneous switching between 20° and the additional transmission section 20° is eliminated, and smooth shifting can be achieved without the need for a special timing adjustment valve for synchronization. Furthermore, R range, 2 range and Lunge are automatic transmission 10. The U/D state of the attached m'R speed section 202 can be obtained by combining the R range, 2 range, and lunge.

Further, as shown in FIG. 7, the 4-speed automatic transmission mechanism section 102
In combination with the additional transmission section 20□ consisting of the reduction gear 25, one automatic transmission with four speeds consisting of overdrive is obtained. Note that the 1st and 2nd speeds in the R range, 2 range, Lunge, and D range are the same as the 3-speed automatic transmission mechanism 11 described above, so the explanation will be omitted. The automatic transmission 4f&13 operates according to the operation table shown in FIG.

That is, in the 3rd speed state in the D range, the first clutch CI
In addition to the connection of the third clutch C8. Then,
The rotation of the input member 5 is transmitted to the ring gear R1 of the single unit 2 via the clutch C1, and at the same time is transmitted to the ring gear R2 of the dual unit 3 via the clutch C6. Therefore, both branet gear units 1, 2, 3
Each element rotates as a unit, and rotation at the same speed as the input member 5 is transmitted from the carrier CR to the output member 9. At this time, the second brake B maintains the locked state until the clutch C0 is engaged to prevent the gear from returning from the second gear to the first gear, and when the engagement of the clutch C0 is completed, the planetary unit 12 .13 is rotated as a unit, the third one-way clutch F. rotates synchronously. In the fourth speed state, the first clutch C1 is released and the first brake B is operated. Then, the rotation of the input member 5 is transmitted to the ring gear R2 of the dual unit 13 via the clutch C0, and since the sun gear S is stopped in this state, the carrier CR is rotated while increasing the speed of the single unit ring gear R. The high-speed rotation is outputted to the output member 9 as an overdrive (0/DJ). Furthermore, when upshifting from 3rd to 4th gear, the first clutch C1 is activated prior to the operation of the first brake B. dissociated, third
One-way clutch F. Based on the structure that prevents the speed increase of the sun gear S, it is possible to provide a time margin for the locking operation of the first brake B1, to facilitate the operation timing, and to prevent a shock caused by changing the grip, thereby achieving a smooth shift. Further, at this time, the second brake B2 and the first one-way clutch F1 may be engaged. Similarly, at the time of downshifting from 4th gear to 3rd gear, 3rd one-way clutch F is activated. The presence of the first brake B prevents the sun gear S from rotating at a higher speed than the input member 5 due to release, giving time for the connection of the first clutch CI,
Not only does it facilitate the actuation, it also prevents shift shock caused by changing grips to ensure smooth shifting. Note that the 3rd range is similar to the 1st, 2nd, and 3rd speeds in the D range. Then, the rotation of the four forward speeds by the four-speed automatic transmission mechanism 12 is transmitted to the differential section via the reduction gear 25 of the additional transmission section 20.

As shown in FIG. 9, the combination of the 4-speed automatic transmission mechanism section 10° and the additional transmission section 202 equipped with the auxiliary transmission unit 22 creates an automatic transmission 14.
15 is obtained.

The 5th speed automatic transmission 14 operates according to the operation table shown in FIG. That is, the 4-speed automatic transmission Iso 102 operates in the same manner as described above, but the 1st and 2nd speeds in the D range are
In the high speed state, the additional transmission section 20 is a fourth brake B4 and a fourth one-way clutch F.

is activated and in U/D state. Therefore, the transmission 14 as a whole provides first and second speeds that are lower speeds than the previous transmission. Then, while the automatic transmission mechanism section 10° remains in the second speed state, the additional transmission section 202 is switched to direct connection, and the entire transmission 14 can obtain the third speed. Furthermore, when the additional transmission section 202 remains in the direct connection state and the self-effect transmission mechanism section 102 connects the first and third clutches CI''O to become in the direct connection state, that is, the third speed, the entire transmission [4] shifts to the fourth speed. Similarly, when the automatic transmission mechanism section 102 connects the third clutch C0 and operates the first brake B to reach the fourth speed while the additional transmission section 202 remains in the directly connected state, the transmission 14 Overall O/
A fifth speed consisting of the D state is obtained. In this case, there is no simultaneous switching between the automatic transmission mechanism section 102 and the additional transmission section 202, and a smooth shift can be obtained without the need for a special timing adjustment valve for synchronization, and the additional transmission section 202 requires acceleration performance. Since it is U/D only in the 1st and 2nd speed states, the durability of the bearing can be improved. Furthermore, the R range, 2 range, and lunge are the same as the automatic transmission 12 shown in FIGS. 3 and 4. Furthermore, 1st, 2nd and 4th gears in 4 ranges are the same as 1st, 2nd gears in D range.
and 4th speed, and 3rd speed is the additional transmission section 20.
□ remains in the U/D state, and the automatic transmission mechanism section 102 is directly connected, that is, set to 3rd speed, to obtain 3rd speed, which has a higher reduction ratio than 3rd speed in the D range.

Further, the six-speed automatic transmission 15 operates according to the operation table shown in FIG. That is, in the five-speed transmission 14 shown in FIG. 10, a new gear is inserted between the first and second speeds in the D range to obtain the sixth gear. In the 2nd speed with a line break, the automatic transmission mechanism section 102 is at the 1st speed and the additional transmission section 20° is at U.
This is obtained by switching the additional transmission section 202 from the 1st speed state of the entire transmission 15, which is the /D state, to direct connection. Further, the automatic transmission mechanism section 102 is set to the second speed state, and the additional transmission section 2 is set to the second speed state.
02 is switched to the U/D state, the third speed of the entire transmission 15 is obtained. Furthermore, the 5th range is obtained by adding a new 2nd speed to the 4th range of the 5th gear transmission 14, similar to the D range, and the R range and Lunge are the same as the 5th gear transmission 14. The same is true. Furthermore, in the 2nd range, the 1st speed is the same as the D range, but in the 2nd speed, the third brake B3 is activated to put the engine brake I/- key in operation, and the additional transmission section 20 is activated.
2 to the direct connection state.

Next, an automatic transmission embodying the above-mentioned first embodiment will be explained with reference to FIGS. 1 and 2.

3-speed automatic transmission mechanism section 10. Automatic transmission 1゜ equipped with
As shown in Figure 1,!・Lukoshiverter section 31. 3-speed automatic transmission mechanism section 10. , an additional transmission section 202 and a differential gear section 35, and these sections are housed in a transaxle housing 36.1, a lance axle case 37, and a transaxle cover 39, which are integrally constructed by joining each other. ing. The converter section 31 consists of a torque converter 16 and a lock-up clutch 17 (see FIG. 3), and the torque converter 16 is connected to the shaft 15 connected to the engine crankshaft.
The transmission is transmitted to the input shaft 5 in the automatic transmission mechanism section 101 via the oil flow inside or through the connection of the lock-up clutch 17. In addition,
Valve body 46 is attached to the upper part of transaxle case 37.
is provided, and an automatic transmission mechanism section 10. An oil pump 47 is installed between the torque converter section 31 and the torque converter section 31.

3-speed automatic transmission mechanism section 10. The brake part 4 is directed outward from the oil pump 47 in the axial direction from the engine output part.
9, an output section 50, a planetary gear unit section 51, and a clutch section 6 are arranged in this order, and furthermore, a hollow shaft 53 is fitted onto the input shaft 5 and rotatably supported. And, Blanetari Gyauni!・Part 51 is single gear unit 2 and dual gear unit!・2 consists of a sun gear S1 formed on a hollow shaft 53, a carrier CR that supports a ring gear R11 and a pinion P1 that meshes with these gears, and a dual second 3 is a hollow Sun gear S2 formed on shaft 53
, ring gear R2, and the first gear meshing with sun gear S2.
Pinion P meshing with pinion P2 and ring gear R2
2 and a carrier cR2 that supports the two so as to mesh with each other. And, these both units 2゜3 are sun gear SL,
S2 are both made of gears with the same number of teeth formed on the hollow shaft 53 (hereinafter simply referred to as S), and the carriers CR, , CR2
is composed of three side plates (hereinafter simply referred to as Cr).
(denoted as t). Although the pinions P1 and R2 are configured separately in this embodiment, as shown in FIGS. 3 to 9,
It may be configured with an integrated long pinion P, and both sun gears Sl and S2 may be configured in common. Further, the brake portion 49 is provided with a one-way clutch F1, a second brake B2, and a first brake B in order from the inner diameter side toward the outer diameter direction, and furthermore, a one-way clutch F1, a second brake key B2, and a first brake B are arranged in the order from the inner diameter side to the outer diameter direction, and furthermore, a one-way clutch F1, a second brake key B2, and a first brake B are disposed at positions adjacent to each brake. Hydraulic actuators 55 and 56 formed in the case of the oil pump 47 are arranged in parallel in the radial direction. Note that the first brake B1 is attached to the flange portion 5 at the tip of the hollow shaft 53.
3a and the pump case 37a integrated with the axle case 37
The second brake B2 is interposed between the first brake B2 and the second brake B2.
interposed between the outer race of the one-way clutch F and the pump case 37a, and the first one-way clutch F
1 is interposed between the hollow shaft 53 and the second brake B2. On the other hand, the output section 50 has a counter drive gear 9 supported by a bearing 57 on a partition wall 37b formed in the axle case 37, and the gear 9 is connected to the carrier CR via a spline. . Further, the inner race portion of the bearing 57 is non-rotatably fixed to the partition wall 37b and extends outward, and a second one-way clutch is provided between the extended portion and a connecting portion integrally connected to the ring gear R2. F2 is involved. Also,
A third brake B is interposed between the outer periphery of the ring gear R2 and the naxle case 37, and a hydraulic actuator 60 is disposed on the side wall surface of the partition wall 37b, and the piston of the actuator 60 extends in the axial direction in a comb-like shape. , a return spring is disposed in the comb teeth portion of the third brake B3. Then, the clutch portion 6
(Forward) Clutch C4 and 2nd (Direct)
Equipped with clutch C2, and automatic transmission mechanism section 10□
It is located at the tip and housed in the transaxle cover 39 part. In addition, a flange portion 5a is provided at the tip of the input shaft 5.
A movable member 62 is fitted into the flange portion 5a, and a piston member 63 is fitted into the movable member 62. Moreover, the movable member 62 is
An oil chamber 65 is formed between the inner diameter part and the flange part 5a, and the outer diameter part is connected to the flange part 5a so as to prevent only relative rotation, and is spaced apart from the first clutch by a slight distance d1. They are in contact with each other and constitute a hydraulic actuator for the first clutch C1. On the other hand, the piston member 63 forms an oil chamber 67 between it and the movable member 6z, and is connected to the second clutch C2 on the opposite surface by a distance d2 (d, <d2) larger than the distance d1. C
2, and constitutes a hydraulic actuator for the second clutch C2. Further, a spring 70 is compressed between the piston member 63 and a ring fixed to the flange connection portion 5b, and the spring 70 is a common return member for the screw members 62 and 63 of both hydraulic actuators. It makes up a spring. Also, the first clutch C
1 is interposed between the outer inner circumference of the flange portion 5a and the outer circumference of the ring gear R1 of the single unit 2, and the second clutch C2 is interposed between the inner circumference of the movable member 62 and the flange portion 53b connected to the tip of the hollow shaft 53. intervening between.

On the other hand, the additional transmission section 20 has a counter shaft 71 rotatably supported by the axle case 37, and the tip of the shaft 71 has an underdrive (U).
Single planet for /D).

A sub-transmission unit 22 consisting of a rear gear unit 26 is attached. Further, a differential drive pinion 23 is connected to and supported by the shaft 71, and a counter driven gear 21 meshing with the counter drive gear 9 is disposed on the hollow boss portion 23a of the pinion 23.
is rotatably supported by bearings. Also,
The planetary gear unit 26 includes a carrier CR3 that fully supports the sun gear S3 and the binion P3 and is connected to the differential drive pinion 23, and a ring gear R that is integrally connected to the counter driven gear 21.
Consists of 3. Further, a boss member 76 on which a sun gear S3 is formed is rotatably supported by the shaft 71, and a flange portion 76a is coupled to the boss member 76.

A fourth (U/D
) A one-way clutch F3 is interposed, and a fourth (t
A J/DJ brake B4 is provided. In addition, the inner circumference of the flange portion 76a and the carrier CR3 of the gear unit 26
4th (U/D direct) clutch C3 between
, and the clutch c3 is controlled by a hydraulic actuator 77 formed within the flange portion 6a. Note that a spring 80 for returning the actuator 77 is disposed inside the flanged side plate 79 constituting the carrier CR3.

In addition, the differential section 35 is connected to an axle case 37.
Left and right front axles 81 rotatably supported by
1,81r, a differential gear unit 82, and a ring gear mount case 83. The mount case 83 is the differential drive gear 73.
In addition to fixing the ring gear 85 meshing with the
A differential carrier is configured by supporting the binion 86 of the differential gear unit 82. In addition, the left and right side gears 87/ of the differential gear unit 82
, 87r mesh with the differential pinion 86 and are connected to the left and right front axles 814', 81r.

Since the present embodiment has the above-described configuration, engine torque is transmitted to the 3-speed automatic transmission mechanism section 10 through the torque converter section 31. is transmitted to the input shaft 5 of.

Then, the transmission mechanism section 10. , each clutch C, , C2, each brake B, according to the operation table shown in FIG.
, B2. B, and each one-way clutch F.

Based on the operation of F2, three forward speeds and one reverse speed can be obtained,
The speed-changed rotation is transmitted from the counter drive gear 59 to the counter driven gear 21 of the additional transmission section 2o2. Further, in the additional transmission section 2o2, two speeds are changed to direct connection and U/D based on the operation of the clutch c3, brake B4, one hand clutch, and one clutch F according to the operation table shown in FIG. The automatic transmission mechanism section 102 and the additional transmission section 20□ are combined to provide a total of four forward speeds (six speeds are possible in the maximum combination). That is, the automatic transmission mechanism section 10
．． is in 1st and 2nd speed and the additional transmission section 202 is in U/D
1st and 2nd speeds are obtained as a whole, and then the automatic transmission I structure 10. In the state of 2nd speed, the additional transmission section 20□ is switched to direct connection to obtain a total of 3rd speed, and from this state, the automatic transmission mechanism section 101 is switched to 3rd speed to obtain a total of 4th speed.

The fourth forward speed rotation is transmitted from the differential drive pinion 23 to the ring gear 85 of the differential section 35, and further transmitted to the left and right front axles 814', 81r by the differential gear unit 85 to drive the front wheels.

In addition, in the above-mentioned embodiment, the additional transmission section 202 is directly connected and the U/
Although the sub-transmission unit 22 for D switching is installed, the sub-transmission unit 22 is removed and the additional transmission section 20. Just a reduction gear 25 (21, 23)
As a three-speed automatic transmission, it is easy to use a three-speed automatic transmission. It can be done.

Accordingly, based on FIG. 2, an automatic transmission 1. (151 will be explained below.This automatic transmission differs from the embodiment described based on FIG. 1 only in the clutch section of the automatic transmission mechanism section, so the other parts will be described with the same reference numerals. omitted.

The automatic transmission 14 (15) has a 4-speed automatic transmission mechanism portion 1°0°, and the transmission mechanism portion 10□ has a clutch portion at its tip portion, that is, the portion covered by the transaxle cover 39′. 6'. The clutch portion 6' includes a first clutch C, a third clutch C6 disposed axially side by side, and a third one-way clutch F between the return spring 70 and the clutch portion 53b. is located. Therefore, since these third clutch C8 and one-way clutch F08 are located at different positions in the radial direction,
The automatic transmission mechanism part 10, more or less in the axial direction, the clutch C
It is configured to be longer by the width of 0. Also, the first clutch C
I and the second clutch C2, as well as their hydraulic actuators 62 and 63, are almost the same as those in the 3-speed automatic transmission mechanism section 10°, but the ring gear R1, which is engaged with the first clutch c1, is connected to the connecting member 92. The flange portion of the flange portion 53b that engages with the second clutch c2 is elongated in the axial direction, and the flange portion is connected to the tip of the input shaft 5. The difference is that 5a is longer in the axial direction. Then, the flange portion 5
Is there a cylindrical movable member 93 on the outer periphery of a? ! ! ! It is fitted,
The inner peripheral surface of one end of the movable member 93 is a flange portion 5aζ
It is fitted in an oil-tight manner to the reaction force member 95 which is fitted with the ζ-fitting, thereby forming one cutuator for the third clutch C6 having an oil chamber 96. Further, at the tip of the movable member 93, a tongue 99 that can come into contact with the third clutch C0 is suspended and fixed in the inner diameter direction, and a ring fixed to the other end of the movable member 93 and the flange portion 5a. There is a return spring between
o has been reduced.

Since this example #1 has the above-described configuration, the rotation of the input shaft 5 to which power is transmitted via the torque converter 31 is controlled by the 4-speed automatic transmission mechanism 1o2 as shown in FIG. Each clutch C, , C2 according to the operation table shown in Fig. 11
, Co, each brake B,, B2°B3 and each one-way clutch F,, F2. Based on the operation of Fo, four forward speeds and one reverse speed are obtained.

Furthermore, the speed change rotation is performed at the additional speed change section 20□.
The gears are shifted to direct connection and U/D based on the respective operations of clutch C3, brake B4, and one-way clutch F3 according to the operation table shown in the figure or FIG. 11. The automatic transmission mechanism section 102 and the additional transmission section 20
) (8 speeds are possible with the maximum combination). That is,
The first speed of the 4-speed automatic transmission mechanism section 10 and the U/D of the additional transmission section 202 are combined to obtain the first speed overall, and then the mechanism section 102
While keeping the unit in 1st gear, the additional transmission section 20° is switched to direct connection, resulting in a total of 2nd speed.Furthermore, the mechanism section 102 is set to 2nd speed, and the additional transmission section 20° is switched to U/D, resulting in a total of 3rd speed. obtained,
Next, I switched only the 20° additional transmission section to direct connection, resulting in a total of 4
Then, in the directly connected state, the automatic transmission mechanism section 102 is switched to 3rd and 4th speeds, and the 5th and 6th speeds are obtained as a whole, thereby obtaining the automatic transmission 15 with 6 selected speeds. It will be done. Further, from the automatic transmission 15, a 2nd speed state in which the automatic transmission mechanism section 102 is 1st speed and the additional transmission section 202 is U/D is deleted,
An automatic transmission 14 with five forward speeds is obtained.

In the above-mentioned embodiment, the sub-transmission unit 22 is attached to the additional transmission section 202, but the sub-transmission unit 22 can be removed and the additional transmission section 20. Assuming that it consists of a simple reduction gear 25, it can be easily converted into a 4-speed automatic transmission 1 with an O/D. You can get

The above-mentioned 3-speed automatic transmission mechanism section 10. and 4-speed automatic transmission mechanism section 10°21. f,) It consists of almost all common parts including the lance axle case 37 and the l-lance axle housing 36, and the additional transmission part 2o□,
2o2 also consists of almost all common parts, such as the installation or removal of the sub-transmission unit 22, and therefore the various automatic transmissions 11-
15 has almost the same general equipment and can be assembled on the same line, and can be easily assembled into various automatic transmissions by only slightly changing the transaxle cover 39, 39', the clutch parts 6, 6', and the additional transmission part 20. can be manufactured.

Next, a second embodiment in which the present invention is applied to an automatic transmission based on a separate Simpson system will be described with reference to FIGS. 12 to 21.

First, an outline of an automatic transmission according to a second embodiment of the present invention will be explained with reference to FIGS. 13 to 19.

The Lemp sole automatic transmission mechanism parts 103 and 105 have two planetary gear units 102 and 103, and the ring gear R4 of the first gear unit 102
and the input member 5 are connected via the first (forward) clutch C4, and the input member 5 is connected via the sun gear S4 and the second (direct) clutch C5.
-102 carrier CR4 and second gear unit 10
No. 3 ring gear R5 is integrally connected to the output member 9. Furthermore, the sun gear s5 of the second gear unit l-103
is directly braked by the (2nd coast) brake B5 of the cylinder 1, and is also braked by the second (2nd) brake B6 via the first one-way clutch F4. -103 carrier C
R5 to 3rd (1st & Rev) brake B7 and 2nd
It is configured to be regulated by one-way clutch F5.

As shown in FIGS. 13 and 15, the 3-speed automatic transmission mechanism section 103 operates on both sun gears S4. S5
are connected so that they rotate together.

Furthermore, as shown in FIG.
6, and the sun gear S4 of the first gear unit 102 and the second gear unit 10
3 carrier CR5 can be connected via the fourth clutch C7. Note that the second brake B6, which is essential in the 3-speed automatic transmission mechanism, can be deleted, and in addition, it can be replaced with the first one-way clutch F4.
A first one-way clutch F6 is interposed between both sun gears S, S5.

On the other hand, the additional transmission section 20. , 202, it may consist of a simple reduction gear 25 that is integrated with the cow seat driven gear 21 and the differential drive pinion 23 (see FIG. 13), as in the first embodiment shown above, or it may consist of a simple reduction gear 25 that is integrated with the cow seat driven gear 21 and the differential drive pinion 23 (see FIG. As shown in FIG. 17, an auxiliary transmission unit 22 is installed.

(Based on this, as shown in Fig. 13, 3-speed r-
The combination of the single dynamic transmission mechanism section 103 and the additional transmission section 201 consisting of the reduction gear 25 provides a three-speed automatic transmission 1□. The automatic transmission 17 operates according to the operation table shown in FIG. 14. In the 1st speed state in the position, D position, or 2nd position, the first clutch C4 and the second one-way clutch F5 are connected and engaged. Then, the rotation of the input member 5 is transferred to the first gear unit I- through the clutch C4.
102 ring gear R4, and further transmitted to carrier CR
4 and via the integral sun gear S and the pinion and ring gear R□ of the second gear unit 103 to the output member 9. At this time, sun gear S4. S
carrier CR2ζ of the second gear unit 103 via
Although the revolution force is applied, the second one-way clutch F5
rotation is prevented. Further, in the first speed state in the ■ range, the third brake B7 is applied in addition to the above.

As a result, when the engine brake is activated, the carrier CRS
is also prevented from rotating in the reverse direction, maintaining the first speed state. Further, in the second speed state in the D range, in addition to the first clutch C4, the second brake B6 and the first one-way clutch F4 are operated. Then, the rotation of the ring gear R4 of the second gear unit is transmitted to the output member 9 via the carrier CR4. At this time, sun gear 34FS5
is prevented from rotating via brake B6 and one-way clutch F4. Further, in the second speed state in the second range, the first brake B5 is operated in addition to the above. As a result, when the engine brake is activated, the sun gear S4. S
5 is also prevented from rotating in the reverse direction, and the second speed state is maintained. Furthermore, in the third speed state, the second clutch C5 is also connected in addition to the first clutch C4. Then, the first gear unit 102 is in a locked state and rotates together, and the integral rotation is output to the output member 9. Further, in the reverse range, the second clutch C5 and the third brake B7 are operated. Then, the rotation of the input member 5 is caused by the sun gear S4.
The signal is transmitted to the ring gear R via the pinion of the carrier CR5, which is further prevented from rotating by the brake B7.
9 to transmit the reverse rotation. Then, the above-mentioned automatic transmission mechanism section 1
0. The third forward speed and the first reverse speed of J are provided by an additional transmission section 20 consisting of a reduction gear. The power is transmitted from the L section to the left and right axles via the date I, Nyanya).

Next, as shown in FIG. 15, the above-mentioned three-speed automatic transmission mechanism section 10. and an additional transmission section 20 equipped with an auxiliary transmission unit 22.
In combination with 2, a 4-speed automatic transmission 18 is obtained. The automatic transmission 16 operates according to the operating length shown in FIG. That is, the 3-speed automatic transmission mechanism 08 operates in the same manner as the 3-speed automatic transmission 11 described above, but its 1st and 2nd speeds
In speed and 3rd speed, the additional gear change section 20° applies the fourth brake B4.
and the fourth one-way clutch F3 operates to shift the sun gear S.
3 is in a stopped state. Therefore, the automatic transmission mechanism section 10
The rotation of the counter gear 21 from , is taken out as U/D to the carrier CR, via the ring gear R3, and overall 1st, 2nd, and 3rd speeds, which are lower speeds than the previous transmission 17, are obtained. Then, while the automatic transmission mechanism section 10° remains in the third speed state, the fourth brake B4 in the additional transmission section 20□ is released and the fourth clutch C3 is connected. Then, in the planetary gear unit 26, the sun gear S and carrier CR are integrated, and the rotation of the ring gear R3 is directly connected to the output pinion 23 and taken out. Therefore, the third speed of the automatic transmission mechanism section 107 and the direct connection of the additional transmission section 20° are combined to provide a total of four speeds.

In addition, as shown in Figure 17, a 4-speed automatic transmission $410
．． and an additional transmission section 202 equipped with a sub-transmission unit 22 to form an automatic transmission with 5 forward speeds and 6 forward speeds; 1. . is obtained. 4-speed automatic transmission mechanism section 10. teeth,
In the 1st, 2nd, and 3rd speed states, the 3-speed automatic transmission mechanism section 10. It is the same as that, and overdrive is obtained in the 4th speed state.

For details, see the 5-speed automatic transmission 19 shown in the operating length in FIG.
In the 1st and 2nd speed states, the third clutch C6 is connected and both sun gears S, S5 are integrated, and the fourth clutch C7 is disengaged to connect the first gear unit l-102. Sun gear S4 and second gear unit l-1
02 carrier CR5 is separate. Therefore, the first three
It operates in exactly the same way as the automatic transmission YT102. In addition,
2nd gear works.

As shown by 2' in the table, the fourth clutch C7 is connected in place of the third clutch C1, and the third brake B7 is connected.
may be activated. This makes the working length 2
Similarly, the sun gear S4 of the first gear unit is fixed to obtain the second speed state. In addition, 3rd gear is set by connecting the first and second clutches C4 and C5 to the first gear unit.
-102 to be in a directly connected state, the fourth clutch C7 (and third clutch C6) can also be connected to bring the second gear unit 103 into a directly connected state. and,
1st, 2.3rd speed 1. of the automatic transmission mechanism section 104 mentioned above. f, is combined with U/D of the additional transmission section 202 to obtain 1,2° and 3 speeds in one entire transmission. Furthermore, automatic transmission mechanism section 10
In the 3rd speed (directly connected) state of 4, the additional transmission section 202 is switched to the directly connected state, and the entire transmission 1g obtains 4th speed. When the second clutch C5, the fourth clutch C7, and the first brake B5 are connected and engaged, the rotation of the input member 5 is input to the sun gear S4 of the first gear unit 102, and the clutch C7 is further engaged. through the second gear unit l-1
03 carrier CR5. Then, in this state, the rotation of the sun gear S is prevented based on the brake B, so the rotation of the gear rear CR5 is prevented from rotating by the ring gear R.
5 as an increased speed rotation, the rotation is taken out to the output member 9, and is further combined with the direct connection of the additional transmission section 20°, so that the entire transmission 19 obtains 5 speeds consisting of O/D.

In addition, 6 forward speed automatic transmission 1. . operates according to the operating length shown in FIG. That is, in the 5-speed transmission 19 shown in FIG. 18, a new gear is added between the 1st and 2nd speeds in which the automatic transmission mechanism 104 is in 1st gear and the additional transmission mechanism 20° is directly connected. , the entire transmission 110 obtains 6 speeds.

Next, a second embodiment based on the above-mentioned Simpson type transmission mechanism will be described with reference to FIG. 12.

Like the first embodiment, this embodiment also includes a transaxle housing 36 and a lance axle case 137, which are common parts regardless of the difference in gear position. The automatic transmission mechanism section 14 has a counter drive gear (output section key) 9 rotatably supported by a partition wall 137b of a case 137 in its central portion, and further has a counter drive gear (output section key) 9 at its center. A first gear unit 102, a first clutch C4, a second clutch C5, etc. are arranged in the direction. Further, a one-way clutch F5 of the second gear unit 103 and the third brake 85 portion 2 is provided in a portion adjacent to the outside of the partition wall 137b.
etc. are arranged. The above-mentioned parts are common parts and are arranged in the same position even when the automatic transmission mechanism is changed to 3rd or 4th gear, and these parts are stored in the transaxle case 137. ing.

Furthermore, a third clutch C6, a fourth clutch C6, a first brake B5, a first brake 85, and the like are arranged at the tip of the automatic transmission mechanism section.

These parts are newly added or their installation positions are moved when the automatic transmission mechanism section is changed from 3rd gear to 4th gear, and constitute the changing part 106.
6 is housed in a transaxle cover 139 that can be changed by changing the transmission mechanism. Specifically, 3
In the automatic transmission mechanism section 103, a second brake B8 is located at the first brake 85 portion of the four-speed automatic transmission mechanism section 104 shown in the figure, and a first brake BI is located at the third clutch C6 section. The one-way clutch F4 is located in the first one-way clutch F6 portion.

On the other hand, the additional transmission mechanism section 202 includes a planetary gear unit 26 constituting the U/Di structure, as in the first embodiment.
The unit 26 receives power from the counter driven gear 21 that meshes with the counter drive gear 9, and the differential drive pinion 2
3 to the differential section 35. Note that the planetary gear unit 26 may be removed and a simple reduction gear may be installed in the additional transmission mechanism.

(1.) As described in detail, according to the present invention, the automatic transmission mechanism section 1
01 to 104 as clutch C... and/or locking means B
. . , F. is configured so that the forward speed can be changed to 3rd and 4th speeds by appropriately changing, and the additional transmission section 10. ,1
Since the auxiliary transmission unit 22 is configured to be freely attachable or detachable to the 0□, many automatic transmissions 11 to 1□ have different gear stages depending on the combination thereof.

The changing portions 6, 106 are disposed at the tip of the automatic transmission mechanism, and the transaxle cover 39
．． Since the transaxle cases 37 and 137 are stored in the 39' and 139 parts and the transaxle cases 37 and 137 are not changed, many types of automatic transmissions can be manufactured on the same line, allowing for a wide variety of vehicle models without increasing costs. It is possible to respond to various kinds of production in small quantities.

[Brief explanation of drawings]

The drawings relate to the present invention; FIG. 1 is an overall sectional view showing an automatic transmission according to a first embodiment of the present invention, and FIG. 2 is an automatic transmission with a partially modified automatic transmission mechanism. FIG. Furthermore, FIG. 3 is a schematic diagram showing a three-speed forward automatic transmission consisting of a three-speed automatic transmission mechanism section and a reduction gear additional transmission section, and FIG. 4 is a diagram showing the operating state of each element thereof. FIG. 5 is a schematic diagram showing a four-speed forward automatic transmission consisting of a three-speed automatic transmission mechanism section and an additional transmission section having an auxiliary transmission unit, and FIG. 6 is a diagram showing the operating state of each element thereof. FIG. 7 is a schematic diagram showing a four-speed forward automatic transmission consisting of a four-speed automatic transmission mechanism section and a reduction gear additional transmission section, and FIG. 8 is a diagram showing the operating state of each element thereof. Fig. 9 shows a 5- and 6-speed forward automatic transmission consisting of a 4-speed automatic transmission mechanism section and an additional transmission section having an auxiliary transmission unit, and Fig. 10 shows the operating state of each element in the case of 5 forward speeds. 11 are diagrams showing the operating states of each element in the case of six forward speeds. FIG. 12 is a partially omitted sectional view showing an automatic transmission according to a second embodiment of the present invention. Further, FIG. 13 is a schematic diagram showing a three-speed forward automatic transmission consisting of a three-speed automatic transmission mechanism and a reduction gear additional transmission section, and FIG. 14 is a diagram showing the operating state of each element. FIG. 15 is a schematic diagram showing a four-speed forward automatic transmission consisting of a three-speed automatic transmission mechanism section and an additional transmission section having an auxiliary transmission unit, and FIG. 16 is a diagram showing the operating state of each element thereof. Fig. 17 shows a 5- and 6-speed forward automatic transmission consisting of a 4-speed automatic transmission mechanism section and an additional transmission section having an auxiliary transmission unit, and Fig. 18 shows the operating state of each element in the case of 5 forward speeds. Figure, Figure 19 is forward 6
FIG. 3 is a diagram showing the operating state of each element in the case of high speed. 11-110... automatic transmission, 2. (single) planetary gear unit, 102
・ (Single) planetary gear unit, 3... (
dual) planetary gear unit, 103...(
Single) planetary gear unit, 5...Input member (
shaft), 6.6'... change part (clutch part), 9... output member (counter drive gear), 10, . 103・(
3rd speed) Automatic transmission mechanism section, 102.104... (4th speed)
Automatic transmission mechanism section, 20,. 202...Additional transmission section,
21. Counter (driven) gear, 22.
Sub-transmission unit, 23...Output (differential drive) binion, 26...-(U/D・
Direct connection switching m) Single planetary gear, 36...Transaxle housing ・37.13
7...Transaxle case, 39.39', 1
39...Transaxle cover, C1, C,...
1st clutch, C2, C5... 2nd clutch,
C0, C6...third clutch, C7...fourth clutch, B,, B5-first brake, B2. B
,...Second brake, B,,B,...Third brake, F,,F4. F6...1st one-way clutch 1F
2. F5...Second one-way clutch, F ・
・Third one-uni clutch, R,, R2, FL3
．． R, R5...Ring gear, s, s,, s2
．． s,, s4. s5...Sun gear, P, P
,, P2. P2', P3...Carrier pinion,
CTt, CR,, CR2, CR3, CR,, CR,...
・Career.

Claims (3)

[Claims] (1) Two planetary gear units, an input member and an output member, an automatic transmission mechanism section having a clutch and a locking means for appropriately connecting these elements, and a sub-transmission unit are arranged so as to be freely attachable or detachable. In the automatic transmission, the automatic transmission is equipped with an additional transmission section and is further housed in a transaxle case and a transaxle cover to which the above-mentioned parts are joined to each other. The structure is configured such that the forward speed can be changed to 3rd and 4th speeds by doing so, and furthermore, the changing part is disposed at the tip of the automatic transmission mechanism part and housed in the transaxle cover part, and the transaxle case is An automatic transmission configured to obtain multiple gears without changing gears. (2) the automatic transmission mechanism section has a single planetary gear unit and a dual planetary gear unit;
and the carriers of these planetary gear units and the sun gears are integrally connected, and furthermore, the sun gear is connected to the first
The ring gear of the dual planetary gear unit is directly braked by the third brake, and the rotation in one direction is restricted by the second brake via the first one-way clutch, and the ring gear of the dual planetary gear unit is directly braked by the third brake. a first clutch configured to be stopped and rotated in one direction by a second one-way clutch, further connecting the carrier to the output member and connecting the input member to the ring gear of the single planetary gear unit; and a second clutch connected to the sun gear to configure three forward speeds,
Additionally, there is a third clutch that connects the input member to the ring gear of the dual planetary gear unit and a third clutch that restricts the rotation of the sun gear from exceeding the rotation of the input member.
The automatic transmission according to claim 1, further comprising a one-way clutch to provide four forward speeds. (3) The automatic transmission mechanism section has two single planetary gear units, and connects the sun gears of these two planetary gear units and the carrier of the first gear unit and the ring gear of the second gear unit, and The sun gear of the second gear unit is configured to be locked by the first brake, the carrier of the second planetary gear unit is configured to be locked by the third brake, and the carrier of the second planetary gear unit is configured to be locked by the third brake. Forward movement 3 by a first clutch connecting the carrier of the planetary gear unit and the ring gear of the second planetary gear unit to the output member and connecting the input member to the ring gear of the first planetary gear unit and a second clutch connecting the sun gear. The sun gears of the first and second planetary gear units are separated and a third clutch is interposed and added therebetween, and the sun gear of the first planetary gear unit and the second planetary gear unit are separated. 2. The automatic transmission according to claim 1, further comprising a fourth clutch that connects the automatic transmission to the carrier to provide four forward speeds.