JP2000145901A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable multistage with a few clutch devices. SOLUTION: This automatic transmission has a torque converter body 10, three planetary gear rows and three brake devices, and two clutch devices. In a first planetary gear row 21, a first ring gear or a first sun gear is connected to a turbine. A first brake device B1 brakes the rotation of the first sun gear or the first ring gear. The second sun gear S2 of a second planetary gear row 22 is connected to a first carrier CA1. A second brake device B2 brakes the rotation of a second carrier CA2. A first clutch device C1 transmits power from the torque converter body 10 to the second carrier CA2 or interrupts the power. A second clutch device C2 transmits power from the torque converter body 10 to the first carrier and the second sun gear or interrupts the power. The third ring gear R3 of a third planetary gear row 23 is connected to the second carrier. A third carrier CA3 is connected to a second ring gear R2 and an output shaft 25. A third brake device B3 brakes the rotation of a third sun gear S3.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission in which a fluid coupling (torque converter) and a transmission (transmission) are combined.

[0002]

2. Description of the Related Art As conventional automatic transmissions, three or four forward speed stages are used for passenger cars, and three to six forward speed stages are used for commercial vehicles such as trucks and buses. Recently, a multi-speed automatic transmission having five speeds for passenger vehicles and six speeds for commercial vehicles has been demanded.

In order to obtain such a multi-stage transmission structure, a two-stage transmission type sub-transmission having a single-row planetary gear mechanism controlled by a clutch device and a brake device is added to a conventional three-stage or four-stage device. It is known to add.

On the other hand, as a method of increasing the number of gears without using a subtransmission, a three-row planetary gear mechanism is provided, and the planetary gear mechanism is controlled by three clutches and three brakes to provide five-stage or six-stage. 2. Description of the Related Art There is known a transmission configured to obtain a gear.

[0005]

In the case of increasing the number of gears by using the former auxiliary transmission, the number of gears of 2 × 3 (3 or 4) can be obtained. And there is a portion that does not allow an ideal gear ratio to be obtained. In addition, there is a shift stage in which both the sub-transmission and the main transmission need to be shifted, and there is a problem that the feeling during the shift is deteriorated. For this reason, in the transmission of such a system, at present, an automatic transmission having five forward speeds is realized by adding a subtransmission to a main transmission having four forward speeds.

However, such a conventional device requires four clutches and three brakes, which complicates the structure. In addition, it is difficult to make the gear ratios of the gears on the high-speed side cross. That is, in the automatic transmission, in order to reduce the change in the engine speed at the time of shifting to reduce the change in the driving force and to realize a smoother running, particularly in the case of a manual transmission, a shift on a high speed side is required. It is desirable that the gear ratio be crossed in the step. However, in the conventional device using the auxiliary transmission, the speed ratio of the high-speed gear is widened, and it is difficult to realize smooth running.

In the case of multi-stage operation without using the latter auxiliary transmission, three clutch devices are required. However, since the clutch device rotates unlike the brake device, the hydraulic oil of the clutch device reduces the centrifugal force. Therefore, it is necessary to devise ways to solve various problems caused by the centrifugal force of the hydraulic oil. Further, in the case of the clutch device, a rotary seal is required in the supply portion of the hydraulic oil, which is disadvantageous in terms of space and cost as compared with the brake device.

An object of the present invention is to make it possible to increase the number of stages by using a small number of clutch devices and to simplify the structure.

Another object of the present invention is to make the gear ratio of a gear on the high speed side particularly cross.

[0010]

According to a first aspect of the present invention, there is provided an automatic transmission that changes the power from an engine and outputs the power to an output shaft. The automatic transmission includes a fluid coupling portion, a first planetary gear train, and a first planetary gear train. It includes a second planetary gear train, a third planetary gear train, a first clutch device, a second clutch device, a first brake device, a second brake device, and a third brake device.

[0011] The fluid coupling portion has an impeller to which power from the engine is input, a turbine arranged to face the impeller, and a stator arranged between the impeller and the turbine.

The first planetary gear train includes a first ring gear, a first planetary gear meshing with the first ring gear, a first carrier supporting the first planetary gear, and a first sun gear meshing with the first planetary gear. have. Then, one of the first ring gear and the first sun gear is connected to the turbine.

The second planetary gear train includes a second ring gear, a second planetary gear meshing with the second ring gear, a second carrier supporting the second planetary gear, and a first carrier meshing with the second planetary gear. And a second sun gear connected to the second sun gear.

The third planetary gear train includes a third ring gear connected to the second carrier and a third ring gear meshing with the third ring gear.
It has a planetary gear, a third carrier that supports the third planetary gear and is connected to the second ring gear and the output shaft, and a third sun gear that meshes with the third planetary gear.

The first clutch device transmits and cuts off the power from the fluid coupling to the second carrier and the third ring gear.

The second clutch device transmits and shuts off the power from the fluid coupling to the first carrier and the second sun gear.

The first brake device brakes the rotation of one of the first ring gear and the first sun gear.

The second brake device includes a second carrier and a third carrier.
Brakes the rotation of the ring gear.

The third brake device brakes the rotation of the third sun gear.

In this device, the power from the fluid coupling is
The signal is directly input to the first planetary gear train and is input to the second planetary gear train via at least one of the first clutch device and the second clutch device or without any clutch device. And the second planetary gear train and the third
The power reduced by the first planetary gear train or the direct power from the fluid coupling portion is transmitted to the transmission portion constituted by the planetary gear train.

In this device, the power from the engine is transmitted to the first planetary gear train through the fluid coupling portion, and is reduced or directly connected to the second planetary gear train and the third planetary gear train. The signal is input to the gear train, and the speed is controlled and output. At this time, by controlling on / off of the first brake device, the second brake device, the third brake device, the first clutch device and the second clutch device, which are the fastening elements, five forward speeds and two reverse speeds are changed. It can be performed.

Here, the auxiliary transmission is not simply added to the main transmission, but the transmission portion composed of the second and third planetary gear trains is decelerated by the first planetary gear train. The input power or the directly connected power is input to one gear and the power of only the direct connection is input to another gear, so that the gear ratio of the high-speed gear can be crossed, and Smooth traction characteristics like a transmission can be realized.

Further, since multi-stage is realized by two clutch devices and three brake devices, compared with this type of automatic transmission using three or four clutch devices and three brake devices in the related art. The structure becomes simple.

According to a second aspect of the present invention, the automatic transmission according to the first aspect further includes a fourth brake device for braking the rotation of the first carrier and the second sun gear.

In this case, by further adding a fourth brake device as a fastening element, six forward speeds can be changed, and further multi-speed can be realized by adding a simple structure.

An automatic transmission according to a third aspect is the first aspect.
In the first or second device, in the first planetary gear train, a first ring gear of the first ring gear and the first sun gear is connected to the turbine, and the first brake device is provided with a first ring gear.
This is to brake the rotation of the sun gear.

Here, the power from the turbine is transmitted to the first ring gear as it is. Then, the speed can be changed by controlling the rotation of the first sun gear by the first brake device. In this case, small deceleration power is output to the second sun gear. As a result, a crossed gear ratio can be obtained, and particularly, a high-speed gear feeling can be improved.

An automatic transmission according to a fourth aspect is the first aspect.
In the first or second device, in the first planetary gear train, the first sun gear of the first ring gear and the first sun gear is connected to the turbine, and the first brake device brakes the rotation of the first ring gear. Things.

Here, the power from the turbine is transmitted to the first sun gear as it is. Then, the speed can be changed by controlling the rotation of the first ring gear by the first brake device. In this case, large deceleration power is output to the second sun gear. As a result, it is easy to increase the speed ratio on the low speed side, and it is possible to realize an automatic transmission that is particularly effective for off-road vehicles.

An automatic transmission according to a fifth aspect is the first aspect.
In any one of the above-mentioned devices, the first clutch device is for transmitting and cutting off the power from the turbine, which is the output portion of the fluid coupling portion, to the second carrier.

[0031] The automatic transmission according to the sixth aspect is the first aspect.
The first clutch device is for transmitting and cutting off the power from the input portion of the fluid coupling portion to the second carrier without passing through the fluid coupling portion, and the power from the engine is provided. Lock-up clutch device for transmitting and shutting off to the turbine.

Here, the first clutch device, which is one of the fastening elements, also functions as a lock-up clutch device. Therefore, lock-up and shift control are performed by ON / OFF control of the lock-up clutch device. In this case, the number of clutch devices in the transmission portion is one, and the size and cost can be reduced. Also advance 3
Lock-up from the speed is possible.

[0033] The automatic transmission according to the seventh aspect is the first aspect.
Any one of the above-mentioned devices, further comprising a lock-up clutch device for transmitting and shutting off power from the engine to the turbine, wherein the first clutch device is provided separately from the lock-up clutch device in an input portion of the fluid coupling portion. For transmitting and blocking power from the second carrier to the second carrier without passing through the fluid coupling portion.

Here, lock-up control is performed by a lock-up clutch device, and shift control is performed by a first clutch device provided separately from the lock-up clutch device. Therefore, lock-up control and shifting can be performed separately.

According to an eighth aspect of the present invention, there is provided an automatic transmission for shifting power from an engine and outputting the power to an output shaft.
A fluid coupling portion, a first planetary gear train, a second planetary gear train,
A third planetary gear train, a first clutch device, a second clutch device, a third clutch device, a first brake device, and a second brake device are provided.

The fluid coupling section has an impeller to which power from the engine is input, a turbine arranged to face the impeller, and a stator arranged between the impeller and the turbine.

The first planetary gear train includes a first ring gear connected to the turbine, a first planetary gear meshing with the first ring gear, a first carrier supporting the first planetary gear, and a first carrier.
The first, which meshes with the planetary gears and whose rotation is fixed
With sun gear.

The second planetary gear train includes a second ring gear, a second planetary gear meshing with the second ring gear, a second carrier supporting the second planetary gear, and a second sun gear meshing with the second planetary gear. have.

The third planetary gear train includes a third ring gear connected to the second carrier and a third ring gear meshing with the third ring gear.
It has a planetary gear, a third carrier that supports the third planetary gear and is connected to the second ring gear and the output shaft, and a third sun gear that meshes with the third planetary gear.

The first clutch device transfers the power from the input portion of the fluid coupling portion to the second carrier and the third carrier without passing through the fluid coupling portion.
Transmit to and cut off from the ring gear.

The second clutch device transmits and cuts off the power from the output of the fluid coupling to the second sun gear.

The third clutch device transmits and disconnects power between the first carrier and the second sun gear.

The first brake device includes the second carrier and the third
Brakes the rotation of the ring gear.

The second brake device brakes the rotation of the third sun gear.

In this device, the power from the engine is transmitted to the first planetary gear train via the fluid coupling portion, and is reduced or directly connected to the second planetary gear train and the third planetary gear train. The signal is input to the gear train, and the speed is controlled and output. At this time, by controlling on / off of the first brake device, the second brake device, the first clutch device, the second clutch device, and the third clutch device, which are the fastening elements, five forward speeds and two reverse speeds are changed. It can be performed.

Here, instead of simply adding a sub-transmission to the main transmission, the transmission portion composed of the second and third planetary gear trains is decelerated by the first planetary gear train. The input power or the directly connected power is input to one gear, and the only directly connected power is input to another gear, so that the gear ratio of the high-speed gear can be crossed. A smooth shift feeling like a transmission can be realized.

In this device, since the clutch device is provided between the first planetary gear train and the second planetary gear train,
The influence of the second and third planetary gear trains on the first planetary gear train can be eliminated, and each part of the first planetary gear train can be prevented from rotating at high speed.

According to a ninth aspect of the present invention, in the automatic transmission according to the eighth aspect, a third brake device for braking the rotation of the second sun gear is further provided.

Here, by further adding the third brake device as a fastening element, it is possible to perform a forward six-speed shift, and a further multi-stage can be realized by adding a simple configuration.

[0050]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] FIG. 1 is a schematic diagram showing an automatic transmission according to a first embodiment of the present invention.
FIG. 1 shows only one side from the center axis of the apparatus, but the other side is configured to be axially symmetric with the one side.

This automatic transmission includes a torque converter 2 as a fluid coupling portion to which power is input from an engine;
And a transmission 3 provided on the output side of the torque converter 2. The torque converter 2 and the transmission 3 are housed in a housing 4.

The torque converter 2 has a torque converter main body 10 and a lock-up clutch device 11 for directly transmitting the power from the engine to the output side.

The torque converter body 10 includes a front cover 12 connected to the output portion of the engine, an impeller 13 connected to the front cover 12, a turbine 14 axially facing the impeller 13, and an inner peripheral side thereof. And a stator 15 disposed between the portions. In addition,
Stator 15 is fixed to housing 4 via one-way clutch 16.

The transmission 3 has first, second and third planetary gear trains 21, 22, 23.

The first planetary gear train 21 includes a first ring gear R connected to the turbine 14 of the torque converter body 10.
1 and a first planetary gear P1 meshing with the first ring gear R1
And a first carrier CA1 supporting the first planetary gear P1
And a first sun gear S1 meshing with the first planetary gear P1.

The second planetary gear train 22 includes a second ring gear R
2 and a second planetary gear P2 meshing with the second ring gear R2
And a second carrier CA2 supporting the second planetary gear P2.
And a second sun gear S2 meshed with the second planetary gear P2 and connected to the first carrier CA1.

The third planetary gear train 23 supports a third ring gear R3 connected to the second carrier CA2, a third planetary gear P3 meshing with the third ring gear R3, and a third planetary gear P3. A third carrier CA3 connected to the second ring gear R2, and a third sun gear S3 meshing with the third planetary gear P3. The third carrier CA3 is connected to the output shaft 25.

Further, the transmission 3 is provided with a first
And the second and third clutch devices C1, C2, and the first, second and third brake devices B1, B2, B3.

The first clutch device C1 transfers power from the turbine 14 to the second carrier CA2 and the third ring gear R3.
It is a device for transmitting to or interrupting the communication. Second
The clutch device C2 is a device for transmitting or interrupting the power from the turbine 14 to the first carrier CA1 and the second sun gear S2.

The first brake device B1 is provided with a first sun gear S1.
The second brake device B2 is a device for braking the rotation of the second carrier CA2 and the third ring gear R3, and the third brake device B3 is a device for braking the rotation of the second carrier CA2 and the third ring gear R3.
Is a device for braking the rotation of the third sun gear S3.

In each of the planetary gear trains 21, 22, 23, the ratio of the number of teeth between the sun gear and the ring gear (number of sun gear teeth / number of ring gear teeth) ρ1, ρ2, ρ3 is as shown in FIG. 67 ρ2 = 0.53 ρ3 = 0.4.

Next, the operation will be described with reference to FIGS.

FIG. 4 shows the control contents of the fastening elements, the gear ratios and the differences between the gears in each gear, and FIG. 5 shows a speed diagram. 4 and FIG.
An embodiment in the case of a step (second embodiment) is also shown. In the velocity diagram of FIG. 5, the vertical axis indicates the number of revolutions,
The horizontal axis shows each position of the power train. The position of the horizontal axis is determined by the reduction ratio between the elements.

<First Forward Speed> Here, as shown in FIG. 4, the first brake device B1 and the third brake device B3 are turned on (braking). Thereby, the rotation of the first sun gear S1 and the third sun gear S3 is stopped. Further, the other fastening elements, that is, the first and second clutch devices C1 and C2 and the second brake device B2 are turned off (power cutoff, brake release). By controlling such fastening elements, the second carrier CA2 (second planetary gear P2; hereinafter, each carrier is represented as a planetary gear), the third ring gear R3, the first planetary gear P1, and the second sun gear S
2 transmits power.

The gear ratio in this case is (1 + ρ1) × (1 + ρ3 + ρ3 / ρ2) = 3.59 as shown in FIG.

The relationship between the input rotation speed and the output rotation speed in this case will be described with reference to FIG.

In the first speed state, as shown in FIG. 5, the rotation of the turbine 14 is changed to the input rotation (rotational speed N).
1) is input to the first ring gear R1 of the first planetary gear train 21 and the rotation of the first planetary gear P1 is input to the second planetary gear train 22. At this time, since the rotation of the first sun gear S1 is stopped by the first brake device B1 as described above, the rotation speed is “0”. Therefore, the rotation speed of the first planetary gear P1 is equal to the first ring gear R
1 and the rotation speed N2 of the first sun gear S1.
The rotation speed N3 is the point at which the straight line connecting (0) and the position of the first planetary gear P1 intersect.

Then, the rotation (rotational speed N3) of the first planetary gear P1 is input to the second sun gear S2, the speed is changed by the second planetary gear train 22 and the third planetary gear train 23, and output to the output shaft 25. You. Specifically, as described above, the third
The rotation speed of the third sun gear S3 of the planetary gear train 23 is “0” because the rotation of the third sun gear S3 is stopped by the third brake device B3. Then, the rotation speed N4 (0) of the third sun gear S3, the first planetary gear P1, and the second sun gear S2
The rotation speed N5 at a point where a straight line connecting the rotation speed N3 of the second rotation gear and the positions of the second ring gear R2 and the third planetary gear P3 connected to the output shaft 25 intersects is the output rotation speed.

<Second Forward Speed> In the case of the second forward speed, FIG.
As shown in (2), the second clutch device C2 and the third brake device B3 are turned on (power transmission, braking). This allows
The power from the turbine 14 is directly transmitted to the second sun gear S2, and the rotation of the third sun gear S3 is stopped. The other fastening elements, that is, the first clutch device C1 and the first and second brake devices B1 and B2 are turned off. In this state, the second planetary gear P2 and the third planetary gear P2
Power is transmitted by the ring gear R3. Further, the first ring gear R1, the first dominant gear P1, and the first sun gear S1
Does not transmit power.

The gear ratio in this case is 1 + ρ3 + ρ3 / ρ2 = 2.15 as shown in FIG.

The relationship between the input rotation speed and the output rotation speed in this case will be described with reference to FIG.

In the second speed state, the rotational speed N1 of the turbine 14 is directly input to the first ring gear R1 and the second clutch device C2 is on, so that the first planetary gear P1 The rotation speed N1 of the turbine 14 is also input to the second sun gear S2 as it is. That is, the second sun gear S2 of the second planetary gear train 22 has the rotation speed N
1 is input as it is. Since both the first ring gear R1 and the first planetary gear P1 rotate at the same rotational speed,
Naturally, the first sun gear S1 also rotates at the same rotation speed. This is indicated by the straight line indicated by "2nd" in FIG. 5, and the rotation speeds at R1, P1, and S1 are all the same. However, the first planetary gear train does not transmit power.

Therefore, the rotation of the turbine 14 is directly input to the second planetary gear train 22 and the second planetary gear train 22
The speed is changed by the third planetary gear train 23 and output to the output shaft 25. At this time, since the rotation of the third sun gear S3 of the third planetary gear train 23 has been stopped by the third brake device B3, the rotation speed is “0”. The rotation speed N4 (0) of the third sun gear S3 and the second sun gear S3
2 (equal to the first planetary gear P1) N6 (= N
1) and a second line connected to the output shaft 25.
The rotation speed N7 at the point where the position of the ring gear R2 and the position of the third planetary gear P3 intersect is the output rotation speed.

<Third forward speed> In the case of the third forward speed, FIG.
As shown in (1), the first clutch device C1 and the third brake device B3 are turned on. Thus, the power from the turbine 14 is directly transmitted to the third ring gear R3, and the rotation of the third sun gear S3 is stopped. Further, the second clutch device C2 and the first and second brake devices B1 and B2 are turned off. Thereby, the first ring gear R1, the first planetary gear P1, the first sun gear S1, and the second
Sun gear S2, second planetary gear P2, and second ring gear R
No power is transmitted to 2.

The gear ratio in this case is 1 + ρ3 = 1.4, as shown in FIG.

The relationship between the input rotation speed and the output rotation speed in this case is as follows.

In the third speed state, the rotation speed N1 of the turbine 14 is directly input to the first ring gear R1 and the first clutch device C1 is on, so that the second planetary gear P2 The rotation speed N1 of the turbine 14 is also input as it is to the third ring gear R3. The first sun gear S1, the first planetary gear P1, and the second sun gear S2 are each increased in speed by the reduction ratio, as shown in FIG. However, power is not transmitted between the first planetary gear train and the second planetary gear train.

Then, the rotation of the turbine 14 is input to the third ring gear R 3 of the third planetary gear train 23, and the speed is output to the output shaft 25. At this time, the third planetary gear train 2
The rotation speed of the third third sun gear S3 is “0” because the rotation is stopped by the third brake device B3. The rotation speed N4 (0) of the third sun gear S3
And a straight line connecting the rotation speed N1 of the third ring gear R3 (equal to the first ring gear R1 and the second planetary gear P2) to the second ring gear R2 and the third ring gear R3 connected to the output shaft 25.
The rotation speed N8 at the point where the position of the planetary gear P3 intersects is the output rotation speed.

<Fourth forward speed> In the case of the fourth forward speed, FIG.
As shown in (1), both the first clutch device C1 and the second clutch device C2 are turned on. Thereby, the power from the turbine 14 is also directly transmitted to the second planetary gear P2 and the second sun gear S2, and is output from the second ring gear R2. In this case, the first planetary gear train and the third
No power is transmitted to the planetary gear train. Also, the first, second,
All the brake devices of the third brake devices B1, B2, B3 are turned off.

By controlling such fastening elements, each of the planetary gear trains 21, 22, and 23 rotates integrally, and no deceleration is performed. That is, the gear ratio in this case is “1” as shown in FIG.

In this case, the relationship between the input rotation speed and the output rotation speed is constant at any position, as shown in "4th" in FIG. 5, and the input rotation speed becomes the output rotation speed as it is.

<Fifth forward speed> In the case of the fifth forward speed, FIG.
As shown in (1), the first clutch device C1 and the first brake device B1 are turned on. As a result, the power from the turbine 14 is directly transmitted to not only the first ring gear R1 but also the second planetary gear P2, and the first sun gear S
1 is stopped. Also, the second clutch device C
2 and the second and third brake devices B2 and B3 are turned off. Thereby, the third sun gear S3 and the third planetary gear P3
No force is transmitted to the third ring gear R3.

The gear ratio in this case is (1 + ρ1) / (1 + ρ1 + ρ1 × ρ2) = 0.82 as shown in FIG.

The relationship between the input rotation speed and the output rotation speed in this case is as follows.

In the state of the fifth speed, the rotation speed N1 of the turbine 14 is directly input to the first ring gear R1 and the first clutch device C1 is turned on, so that the second planetary gear P2 The rotation speed N1 of the turbine 14 is also input as it is to the third ring gear R3. In this case, the rotation speed of each part on the first planetary gear train 21 side is the same as that of the first forward speed.

Then, the rotation of the turbine 14 is input to the second planetary gear P 2, is shifted by the second planetary gear train 22, and is output to the output shaft 25. At this time, since the second brake device B2 and the third brake device B3 are off and the rotation of the first sun gear S1 is stopped by the first brake device B1, the third brake device B3 and the third sun gear S1 are stopped as shown in FIG.
The rotation speed of the third sun gear S3 of the planetary gear train 23 is increased by the reduction ratio, and becomes the rotation speed N9 along an extension of a straight line connecting the rotation speeds N2 and N1. Output shaft 2
In the rotation of No. 5, the output rotation speed is the rotation speed N10 at the point where the extension line and the positions of the second ring gear R2 and the third planetary gear P3 connected to the output shaft 25 intersect.

<First speed reverse> In this case, as shown in FIG. 4, the first brake device B1 and the second brake device B2
Turn on. Thereby, the rotation of the first sun gear S1, the second planetary gear P2, and the third ring gear R3 is stopped. Further, the first and second clutch devices C1, C2 and the third
The brake device B3 is turned off. As a result, no force is transmitted to the third sun gear S3, the third planetary gear P3, and the third ring gear R3.

The gear ratio in this case is (1 + ρ1) × 1 / ρ2 = 3.16 as shown in FIG.

The relationship between the input rotation speed and the output rotation speed in this case is as follows.

As described above, the rotation of the turbine 14 is directly input to the first ring gear R1 as the input rotation (rotation speed N1), and the rotation speed of each part of the first planetary gear train 21 is the forward first speed. The same is true.

Then, the rotation of the first planetary gear P1 (the number of revolutions N3) is input to the second sun gear S2, is shifted by the second planetary gear train 22, and is output to the output shaft 25. Specifically, since the rotation of the second planetary gear P2 is stopped by the second brake device B2, the rotation speed is “0”.
It is. Accordingly, as shown in FIG. 5, the straight line extending between the rotation speed N11 (0) of the second planetary gear P2 and the rotation speed N3 of the first planetary gear P1 and the second shaft connected to the output shaft 25 are connected. The rotation speed N14 at the point where the position of the second ring gear R2 and the position of the third planetary gear P3 intersect is the output rotation speed.

<Second reverse speed> In the case of the second reverse speed, FIG.
As shown in (2), the second clutch device C2 and the second brake device B2 are turned on. Thereby, the power from the turbine 14 is directly transmitted to the second sun gear S2,
Further, the rotation of the second planetary gear P2 and the third ring gear R3 is stopped. Further, the first clutch device C1 and the first
And the third brake devices B1 and B3 are turned off. As a result, no force is transmitted to the first sun gear S1, the first planetary gear P1, the first ring gear R1, the third sun gear S3, the third planetary gear P3, and the third ring gear R3.

The gear ratio in this case is 1 / ρ2 = 1.89, as shown in FIG.

The relationship between the input rotation speed and the output rotation speed in this case is as follows.

In the state of the second reverse speed, as described above,
The rotation speed N1 of the turbine 14 remains unchanged from the first ring gear R
1 and the second clutch device C2 is ON, the rotation speed N1 of the turbine 14 is also input to the first planetary gear P1 and the second sun gear S2 as they are. That is, the number of rotations at each part of the first planetary gear train 21 is
This is the same as the case of the second forward speed.

Therefore, the rotation of the turbine 14 is directly input to the second sun gear S2 of the second planetary gear train 22.
The speed is changed by the second planetary gear train 22 and output to the output shaft 25. At this time, similarly to the case of the first reverse speed, the second planetary gear P2 and the third ring gear R3 are connected to the third brake device B3.
, The rotation is “0”. Therefore, as shown in FIG. 5, the second planetary gear P
2 rotation speed N11 (0) and the rotation speed N of the second sun gear S2
The rotation speed N13 at the point where the extended line of the straight line connecting the line No. 6 and the positions of the second ring gear R2 and the third planetary gear P3 connected to the output shaft 25 intersects is the output rotation speed.

In the automatic transmission of such an embodiment,
One less clutch device than the conventional device,
The size can be reduced and the manufacturing cost can be reduced.
Further, particularly, the step difference on the high-speed side is reduced, so that the gear ratio can be crossed, and the shift feeling can be improved.

[Second Embodiment] FIG. 2 is a schematic diagram showing an automatic transmission according to a second embodiment of the present invention. In FIG. 2, as in FIG. 1, only one side from the center axis of the apparatus is shown, but the other side is configured to be axially symmetric with the one side.

This transmission differs from the first embodiment only in the configuration of the transmission 30, and the other configurations are completely the same. That is, the transmission 30 in the second embodiment includes a first planetary gear P1 (first carrier CA1) and a second sun gear S2 in addition to the configuration of the transmission 3 in FIG.
A fourth brake device B4 for braking the rotation of the vehicle is provided.

With such a configuration, an automatic transmission having six forward speeds and two reverse speeds is realized.

The gear ratios of the first to fifth speeds on the forward side and the speeds on the reverse side and the relationship between the input rotation speed and the output rotation speed are the same as in the first embodiment.

<Sixth forward speed> In the case of the sixth forward speed, FIG.
As shown in (1), the first clutch device C1 and the fourth brake device B4 are turned on. Thereby, the power from the turbine 14 is directly transmitted to the second planetary gear P2,
Further, the rotation of the first planetary gear P1 and the second sun gear S2 is stopped. Further, the second clutch device C2 and the first, second, and third brake devices B1, B2, and B3 are turned off. Thereby, the first sun gear S1 and the first planetary gear P
1. No force is transmitted to the first ring gear R1, the third ring gear R3, the third planetary gear P3, and the third sun gear S3.

The gear ratio in this case is 1 / (1 + ρ2) = 0.65, as shown in FIG.

The relationship between the input rotation speed and the output rotation speed in this case is as follows.

In the sixth speed state, as described above, the rotation speed N1 of the turbine 14 is directly input to the first ring gear R1 and the first clutch device C1 is on, so that the second planetary gear P2 The rotation speed N1 of the turbine 14 is also input as it is to the third ring gear R3.

Then, the rotation of the turbine 14 is input to the second planetary gear P 2, is shifted by the second planetary gear train 22, and is output to the output shaft 25. At this time, the rotation of the second sun gear S2 is stopped by the fourth brake device B4, and the rotation speed is “0” (N14 in FIG. 5). Further, since the second brake device B2 and the third brake device B3 are turned off, the rotation speed of the third sun gear S3 is increased by the reduction ratio along an extension line connecting the rotation speeds N14 and N1. . The rotation speed N15 at the point where this extension line intersects with the positions of the second ring gear R2 and the third planetary gear P3 connected to the output shaft 25 is the output rotation speed.

In such an embodiment, a multi-speed automatic transmission having six forward speeds can be realized only by adding one brake device B4.

[Third Embodiment] FIG. 6 is a schematic diagram showing an automatic transmission according to a third embodiment of the present invention. As described above, only one side is shown from the center axis of the apparatus, but the other side is configured to be axially symmetric with the one side.

The third embodiment differs from the first embodiment shown in FIG. 1 only in the configuration of the first planetary gear train and the first brake device B1 related thereto, and the other configurations are completely the same.

That is, the first planetary gear train 31 of the automatic transmission shown in FIG. 6 supports the first ring gear R1, the first planetary gear P1 meshing with the first ring gear R1, and the first planetary gear P1. And a first sun gear S1 meshing with the first planetary gear P1.

[0111] The first sun gear S1 is
, And the first ring gear R1 is braked by the first brake device B1. The first carrier CA1 is the second sun gear S2 of the second planetary gear train.
Are the same as in the first embodiment.

Further, the tooth ratios ρ1, ρ2, ρ3 of the sun gear and the ring gear of each planetary gear train are the same as in the first embodiment shown in FIG. 3, and ρ1 = 0.67 ρ2 = 0.53 ρ3 = It is set to 0.4.

Next, the operation will be described with reference to FIGS.

8 shows the control contents of the fastening elements, the gear ratios and the differences between the gears at each gear, and FIG. 9 shows the velocity diagram. These figures also show an embodiment (fourth embodiment) in the case of six forward gears, which will be described later.

Here, regarding the gear ratio of the third embodiment, the first forward speed at which the first brake device B1 is turned on,
Only the fifth forward speed and the first reverse speed are different from those of the first embodiment, and the other shift speeds are the same as those of the first embodiment. Therefore, here, only the above-mentioned three shift speeds different from the first embodiment will be described.

<First Forward Speed> At the first forward speed, as shown in FIG. 8, the first brake device B1 and the third brake device B3 are turned on. Thereby, the rotation of the first ring gear R1 and the third sun gear S3 is stopped. Also, the first
And the second clutch devices C1 and C2 and the second brake device B
2 and off. By controlling such fastening elements, the second planetary gear P2, the third ring gear R3, and the first
Power is transmitted by the planetary gear P1 and the second sun gear S2.

The gear ratio in this case is (1 + 1 / ρ1) × (1 + ρ3 + ρ3 / ρ2) = 5.3, as shown in FIG.
6

Referring to FIG. 9, in the first speed state, the rotation of turbine 14 is directly used as input rotation (rotational speed N30) to provide first sun gear S1 of first planetary gear train 21.
The rotation of the first planetary gear P1 is further input to the second planetary gear train 22. At this time, the first ring gear R
In the case of No. 1, since the rotation is stopped by the first brake device B1, the rotation speed is "0". Therefore, the rotation speed of the first planetary gear P1 is the input rotation speed N30 of the first sun gear S1 and the rotation speed N31 (0) of the first ring gear R1.
And the position of the first planetary gear P1 intersects with the rotation speed N32.

The rotation of the first planetary gear P 1 is input to the second sun gear S 2, the speed is changed by the second planetary gear train 22 and the third planetary gear train 23, and output to the output shaft 25. Specifically, since the rotation of the third sun gear S3 is stopped by the third brake device B3, the rotation speed is “0”. Therefore, this third sun gear S3
And the second ring gear R2 and the third planetary gear P connected to the output shaft 25, the straight line connecting the rotation speed N33 (0) of the first planetary gear P1 and the rotation speed N32 of the first sun gear S2.
The rotation speed N34 at the point where the position 3 intersects is the output rotation speed.

<Fifth forward speed> In the case of the fifth forward speed, FIG.
As shown in (1), the first clutch device C1 and the first brake device B1 are turned on. As a result, the power from the turbine 14 is supplied not only to the first sun gear S1 but also to the second planetary gear P
2 and the first ring gear R
1 is stopped. Also, the second clutch device C
2 and the second and third brake devices B2 and B3 are turned off. Thereby, the third sun gear S3 and the third planetary gear P3
No force is transmitted to the third ring gear R3.

The gear ratio in this case is (1 + ρ1) / (1 + ρ1 + ρ2) = 0.76, as shown in FIG.

In this state, referring to FIG. 9, the rotation speed N30 of the turbine 14 is not changed to the first sun gear S1.
And the first clutch device C1 is ON, so that the rotation speed N30 of the turbine 14 is also input to the second planetary gear P2 and the third ring gear R3 as they are.
In this case, the rotation speed of each part on the first planetary gear train 21 side is the same as that of the first forward speed.

Then, the rotation of the turbine 14 is input to the second planetary gear P2, is shifted by the second planetary gear train 22, and is output to the output shaft 25. At this time, the second brake device B2 and the third brake device B3 are off, and the second planetary gear train 22 and the third planetary gear train 23 are not restricted. Therefore, the second planetary gear train 22 and the third gear train 2
The rotation speed of each part of No. 3 is located on an extension of a straight line connecting the rotation speeds N32 and N30. Therefore, the rotation speed of the output shaft 25 is the rotation speed N35 at a point where the extension line and the positions of the second ring gear R2 and the third planetary gear P3 connected to the output shaft 25 intersect.

<First reverse speed> In this case, as shown in FIG. 8, the first brake device B1 and the second brake device B2
Turn on. Thus, the rotation of the first ring gear R1, the second planetary gear P2, and the third ring gear R3 is stopped. Further, the first and second clutch devices C1 and C2 and the third brake device B3 are turned off. Thereby, the third sun gear S3, the third planetary gear P3, and the third ring gear R3
Does not transmit power.

The gear ratio in this case is (1 + 1 / ρ1) × 1 / ρ2 = 4.71 as shown in FIG.

In this case, referring to FIG. 9, the rotation of turbine 14 is directly input to first sun gear S1 as input rotation (rotation speed N30), and the rotation speed of each part in first planetary gear train 31 Is the same as in the case of the first forward speed.

The rotation of the first planetary gear P1 (rotational speed N32) is input to the second sun gear S2, the speed is changed by the second planetary gear train 22, and output to the output shaft 25. Specifically, the rotation speed of the second planetary gear P2 is “0” because the rotation of the second planetary gear P2 is stopped by the second brake device B2. Therefore, as shown in FIG. 9, the rotation speed N36 (0) of the second planetary gear P2 and the first planetary gear P
The extension of a straight line connecting the rotation speed N32 with the output shaft 25
The rotation speed N37 at the point where the position of the second ring gear R2 and the position of the third planetary gear P3, which are connected to each other, is the output rotation speed.

In such an embodiment, in addition to the same effects as those of the first embodiment, the speed ratio on the low speed side can be set to a large value.
In particular, the present invention is effective as an automatic transmission for an off-road vehicle.

[Fourth Embodiment] FIG. 7 is a schematic diagram showing an automatic transmission according to a fourth embodiment of the present invention.

In this transmission, only the construction of the transmission is the third.
The configuration is different from that of the embodiment, and the other configurations are completely the same. That is, the transmission according to the fourth embodiment includes a first planetary gear P1 in addition to the configuration of the transmission of FIG.
A fourth brake device B4 for braking the rotation of the (first carrier CA1) and the second sun gear S2 is provided.

With this configuration, an automatic transmission having six forward speeds and two reverse speeds is realized.

The gear ratios of the first to fifth speeds on the forward side and the speeds on the reverse side and the relationship between the input speed and the output speed are the same as those in the third embodiment. 6
The speed ratio and the relationship between the input rotation speed and the output rotation speed are the second.
This is the same as the embodiment.

[Fifth Embodiment] FIG. 10 shows a fifth embodiment of the present invention.

The fifth embodiment is basically the same as the first embodiment shown in FIG. 1, and differs only in the configuration related to the first clutch device C1.

That is, the automatic transmission has the torque converter 2 and the transmission 3 as described above, and is housed in the housing 4.

The torque converter 2 has a torque converter main body 10 and a lock-up clutch device 11 for transmitting power from the engine directly to the output side. It also functions as the first clutch device C1 in the embodiment. That is, the lock-up clutch device 11 (first
When the clutch device C1) is turned on, the power from the engine is directly applied to the first ring gear R1 of the first planetary gear train 21, the second planetary gear P2 of the second planetary gear train 22, and the third planetary gear train 23. The signal is input to the third ring gear R3.

The other structure is the same as that of the first embodiment.

The operation and gear ratio in the fifth embodiment will be described with reference to FIGS. 4 and 5 shown in the first embodiment.
However, the speed at which the first clutch device C1 is turned on, ie, the third, fourth, and fifth speeds on the forward side are directly connected to the engine side, and the torque converter main body does not contribute to power transmission.

In such an embodiment, the present invention can be effectively applied to heavy vehicles such as commercial vehicles using only the torque converter only at the low speed stage. Since only two clutch devices are provided, and one of the clutch devices C1 is provided inside the torque converter 2, only one clutch device is provided on the transmission 3 side, which is very compact and simple. It can be structured.

[Sixth Embodiment] FIG. 11 shows a sixth embodiment of the present invention.

The sixth embodiment is basically the same as the second embodiment shown in FIG. 2 except for the configuration related to the first clutch device C1. And the difference is the first
This is the same as the difference between the fifth embodiment and the fifth embodiment.

That is, the lock-up clutch device 11 provided in the torque converter 2 also functions as the first clutch device C1 in the second embodiment.
Here, when the lock-up clutch device 11 (the first clutch device C1) is turned on, the power from the engine is directly applied to the first ring gear R1 of the first planetary gear train 21 and the second ring gear R2 of the second planetary gear train 22. Planetary gear P2 and third
The signal is input to the third ring gear R3 of the planetary gear train 23.

The other structure is the same as that of the second embodiment, and the operation and the gear ratio are the same as those shown in FIGS. In this case, similarly to the fifth embodiment, the gear position at which the first clutch device C1 is turned on, that is, the third gear on the forward side is set.
The fourth speed, the fourth speed, the fifth speed, and the sixth speed are directly connected to the engine side, and the torque converter main body does not contribute to power transmission.

In the sixth embodiment as described above, the fifth embodiment
Similarly to the embodiment, the present invention can be effectively applied to a heavy vehicle such as a commercial vehicle using a torque converter only at a low speed stage, and can have a very compact and simple structure.

[Seventh Embodiment] FIG. 12 shows a seventh embodiment of the present invention.

The seventh embodiment is basically the same as the third embodiment shown in FIG. 6, except for the structure relating to the first clutch device C1. And the difference is the first
This is the same as the difference between the fifth embodiment and the fifth embodiment.

That is, the lock-up clutch device 11 provided in the torque converter 2 also functions as the first clutch device C1 in the third embodiment.
Here, when the lock-up clutch device 11 (the first clutch device C1) is turned on, the power from the engine is directly applied to the first ring gear R1 of the first planetary gear train 21 and the second ring gear R2 of the second planetary gear train 22. Planetary gear P2 and third
The signal is input to the third ring gear R3 of the planetary gear train 23.

The other structure is the same as that of the third embodiment, and the operation and the gear ratio are the same as those of FIGS. In this case, the speed at which the first clutch device C1 is turned on, ie, the third, fourth, and fifth speeds on the forward side are directly connected to the engine side, and the torque converter main body does not contribute to power transmission.

In the seventh embodiment as well, the fifth embodiment
Similarly to the embodiment, the present invention can be effectively applied to a heavy vehicle such as a commercial vehicle using a torque converter only at a low speed stage, and can have a very compact and simple structure.

[Eighth Embodiment] FIG. 13 shows an eighth embodiment of the present invention.

The eighth embodiment is basically the same as the fourth embodiment shown in FIG. 7, except for the structure related to the first clutch device C1. And the difference is the first
This is the same as the difference between the fifth embodiment and the fifth embodiment.

That is, the lock-up clutch device 11 provided in the torque converter 2 also functions as the first clutch device C1 in the fourth embodiment.
Here, when the lock-up clutch device 11 (the first clutch device C1) is turned on, the power from the engine is directly applied to the first ring gear R1 of the first planetary gear train 21 and the second ring gear R2 of the second planetary gear train 22. Planetary gear P2 and third
The signal is input to the third ring gear R3 of the planetary gear train 23.

The other structure is the same as that of the fourth embodiment, and the operation and the gear ratio are the same as those shown in FIGS. In this case, the first clutch device C
3rd speed, 4th speed, 5th speed, and 6th speed
The speed is directly connected to the engine side, and the torque converter main body does not contribute to power transmission.

Also in the eighth embodiment, the same effects as described above can be obtained.

[Ninth Embodiment] FIG. 14 shows a ninth embodiment of the present invention.

The ninth embodiment is applicable to each of the above embodiments, and is also used as the first clutch device C1 or the lockup device 11 provided inside the transmission 3. The first clutch device C1 provided is separated from the lock-up clutch device 11,
This is provided inside the torque converter 2.

In such an embodiment, the same operation and effect as the first embodiment can be obtained.

[Tenth Embodiment] In the above embodiments, the first planetary carrier CA1 of the first planetary gear train is the second planetary gear train.
It is connected to the second sun gear S2 of the planetary gear train. For this reason, the first planetary gear train is affected depending on the shift speed,
In particular, at the third speed on the forward side, the first sun gear S1 rotates at a high speed.

Therefore, in the tenth embodiment shown in FIG. 15, the influence of the second and third planetary gear trains 22 and 23 on the first planetary gear train 21 is eliminated.

That is, the first brake device B1 in the fifth embodiment is abolished and fixed at all times, and the first carrier CA1 of the first planetary gear train 21 and the second carrier CA2 of the second planetary gear train 22 are removed.
A third clutch device C3 is provided between the third clutch device C3 and the sun gear S2. The lock-up clutch device 11 also serves as the first clutch device C1, as in the fifth embodiment.

The other structure is the same as that of the fifth embodiment. The ratio of the number of teeth between the sun gear and the ring gear in each planetary gear train is the same as the ratio of the number of teeth shown in FIG.

FIG. 17 shows the control contents of each fastening element in the speed change operation. Note that, in FIG.
The contents of the embodiment are also described. As is apparent from a comparison between FIG. 17 and FIG. 4, the third clutch device C3 replaces the first brake device B1 shown in FIG.
Is turned on, it is possible to obtain a gear ratio exactly the same as the gear ratio shown in FIG.

FIG. 18 shows a velocity diagram in this embodiment. Note that, like FIG. 17, FIG. 18 also describes the contents of the eleventh embodiment described below. As is clear from FIG. 18, the first sun gear S1 and the first planetary gear P in the first planetary gear train 21
The rotation of the first and first ring gears R1 has the same characteristics (straight line m) at all shift speeds. That is, in the third clutch device C3, the first planetary gear train 21 and the second planetary gear train 22
Connection with the forward second speed, third speed, which does not require power transmission,
To shut off at 4th, 5th, 6th and 2nd reverse,
The influence of the second planetary gear train 22 and the third planetary gear train 23 on the planetary gear train 21 can be eliminated.

[Eleventh Embodiment] For the same purpose as in the tenth embodiment, the rotation of the first sun gear S1 at the third and sixth forward speeds is suppressed. That is, the first planetary gear train 21
In order to eliminate the influence of the second and third planetary gear trains 22 and 23, an eleventh embodiment in which the sixth embodiment is improved
An embodiment is shown in FIG.

Here, in addition to the configuration of the tenth embodiment, a fourth brake device B4 for braking the rotation of the second sun gear S2 is provided. In this case, similarly to the sixth embodiment, by adding the fourth brake device B4, the forward gear can be easily set to six gears.

The other structure is the same as in the sixth and tenth embodiments. The control contents, the gear ratio and the speed diagram of the fastening element are shown in FIGS. 17 and 18 described above.

Also in this embodiment, similarly to the above, the second planetary gear train 2 and the third planetary gear train 2
2 and 23 can be eliminated.

[0168]

As described above, according to the present invention, the number of stages can be increased with a small number of clutch devices, and the structure is simplified. In addition, the gear ratio of the high-speed gear can be crossed, and traction characteristics close to those of a manual gear can be obtained.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a second embodiment of the present invention.

FIG. 3 is a diagram showing the ratio of the number of teeth of each planetary gear train.

FIG. 4 is a diagram showing control contents of a fastening element and a gear ratio at each shift speed according to the first and second embodiments.

FIG. 5 is a velocity diagram of the first and second embodiments.

FIG. 6 is a schematic configuration diagram of a third embodiment of the present invention.

FIG. 7 is a schematic configuration diagram of a fourth embodiment of the present invention.

FIG. 8 is a diagram showing control contents of a fastening element and a gear ratio at each gear position of the third and fourth embodiments.

FIG. 9 is a velocity diagram according to the third and fourth embodiments.

FIG. 10 is a schematic configuration diagram of a fifth embodiment of the present invention.

FIG. 11 is a schematic configuration diagram of a sixth embodiment of the present invention.

FIG. 12 is a schematic configuration diagram of a seventh embodiment of the present invention.

FIG. 13 is a schematic configuration diagram of an eighth embodiment of the present invention.

FIG. 14 is a schematic configuration diagram of a ninth embodiment of the present invention.

FIG. 15 is a schematic configuration diagram of a tenth embodiment of the present invention.

FIG. 16 is a schematic configuration diagram of an eleventh embodiment of the present invention.

FIG. 17 is a diagram showing control contents of a fastening element and a gear ratio at each gear position according to the tenth and eleventh embodiments.

FIG. 18 is a velocity diagram according to the tenth and eleventh embodiments.

[Explanation of symbols]

 Reference Signs List 2 Torque converter 3 Transmission 10 Torque converter body 11 Lock-up clutch device 12 Front cover 21, 31 First planetary gear train 22 Second planetary gear train 23 Third planetary gear train 25 Output shaft S1 First sun gear P1 First planetary gear CA1 first carrier R1 first ring gear S2 second sun gear P2 second planetary gear CA2 second carrier R2 second ring gear S3 third sun gear P3 third planetary gear CA3 third carrier R3 third ring gear C1 first clutch device C2 second clutch device C3 third clutch device B1 first brake device B2 second brake device B3 third brake device B4 fourth brake device

Claims (9)

[Claims] 1. An automatic transmission for shifting power from an engine and outputting the power to an output shaft, comprising: an impeller to which power from the engine is input; a turbine arranged to face the impeller; and an impeller; A fluid coupling part having a stator disposed between the first ring gear and a first ring gear meshed with the first ring gear;
A planetary gear, a first carrier supporting the first planetary gear, and a first sun gear meshing with the first planetary gear; one of the first ring gear and the first sun gear is connected to the turbine; The first planetary gear train, the second ring gear, and the second
A second planetary gear train including a planetary gear, a second carrier supporting the second planetary gear, and a second sun gear meshed with the second planetary gear and connected to the first carrier; A third ring gear connected to the third ring gear; a third planetary gear meshing with the third ring gear; a third carrier supporting the third planetary gear and connected to the second ring gear and an output shaft; A third planetary gear train having a third sun gear meshed with a third planetary gear; and a second carrier and a third carrier that transmit power from the fluid coupling portion.
A first clutch device for transmitting and disconnecting to and from a ring gear; and a motive power from the fluid coupling portion to the first carrier and the second carrier.
A second clutch device for transmitting and disconnecting to and from a sun gear; a first brake device for braking the rotation of one of the first ring gear and the first sun gear; and a second clutch device for transmitting the second carrier and the third ring gear. An automatic transmission, comprising: a second brake device for braking the rotation; and a third brake device for braking the rotation of the third sun gear. 2. The automatic transmission according to claim 1, further comprising a fourth brake device for braking the rotation of a second sun gear connected to the first carrier. 3. The first planetary gear train according to claim 1, wherein
The first ring gear of the ring gear and the first sun gear is connected to the turbine, the first carrier is connected to the second sun gear, and the first brake device rotates the first sun gear. The automatic transmission according to claim 1, wherein the automatic transmission is configured to brake. 4. In the first planetary gear train, the first
The first sun gear of the ring gear and the first sun gear is connected to the turbine, the first carrier is connected to the second sun gear, and the first brake device rotates the first ring gear. The automatic transmission according to claim 1, wherein the automatic transmission is configured to brake. 5. The first clutch device according to claim 1, wherein the first clutch device transmits and shuts off power from the turbine, which is an output portion of the fluid coupling portion, to the second carrier. 3. The automatic transmission according to claim 1. 6. The first clutch device is for transmitting and interrupting power from an input portion of the fluid coupling portion to the second carrier without passing through the fluid coupling portion. Automatic transmission according to any one of claims 1 to 4, wherein the automatic transmission also serves as a lock-up clutch device for transmitting and disconnecting the turbine to and from the turbine. 7. A lock-up clutch device for transmitting and shutting off power from an engine to the turbine, wherein the first clutch device is separate from the lock-up clutch device and is an input portion of the fluid coupling portion. The automatic transmission according to claim 1, wherein the automatic transmission is configured to transmit and cut off power from the second carrier to the second carrier without passing through the fluid coupling portion. 8. An automatic transmission for shifting power from an engine and outputting the power to an output shaft, comprising: an impeller to which power from the engine is input; a turbine disposed to face the impeller; and an impeller; A fluid coupling part having a stator disposed between the first and second turbines; a first ring gear connected to the turbine;
A first planetary gear train having a first planetary gear meshing with the ring gear, a first carrier supporting the first planetary gear, and a first sun gear meshing with the first planetary gear and fixed in rotation; A second ring gear; a second ring gear meshing with the second ring gear;
A second planetary gear train having a planetary gear, a second carrier supporting the second planetary gear, and a second sun gear meshing with the second planetary gear; and power between the first carrier and the second sun gear A third clutch device for transmitting and disconnecting, a third ring gear connected to the second carrier, a third planetary gear meshing with the third ring gear, and supporting and supporting the third planetary gear. A third planetary gear train having a third carrier connected to a second ring gear and an output shaft, and a third sun gear meshing with the third planetary gear; A first clutch device for transmitting and disconnecting to and from the second carrier and the third ring gear without passing through a portion, and transmitting and disconnecting power from an output portion of the fluid coupling portion to the second sun gear. A second clutch device for braking the rotation of the second carrier and the third ring gear, and a second brake device for braking the rotation of the third sun gear. Automatic transmission. 9. The automatic transmission according to claim 8, further comprising a third brake device for braking the rotation of said second sun gear.