JP2000310301A - Automatic transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable an easy change of gear ratio with a simple structure. SOLUTION: This device is provided with a first, a second and a third planetary gear lines 24, 25, 26, plural fastening elements consist of clutch devices and brake devices and a first and a second counter gear pairs 31, 32. The first planetary gear line 24 is arranged on a first shaft 21 applied with power from an engine side. The second planetary gear line 25 is arranged on a second shaft 22 provided in parallel with the first shaft 21. The third planetary gear line 26 is arranged on the second shaft 22 and is connected to the second planetary gear line 25 while its output part is connected to an output shaft. The plural fastening elements are arranged on the first shaft and the second shaft to control a power transmission path. The first and the second counter gear pairs 31, 32 connect two structure elements of the first planetary gear line 24 and two structure elements of the second planetary gear line 25, respectively.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to an automatic transmission for transmitting power from an engine to an output shaft.

[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.

For example, in a four-speed automatic transmission for a front-wheel drive vehicle, a first shaft on the input side and a second shaft on the output side are connected by a counter gear, and the first shaft has two planetary gear trains. And five fastening elements including a clutch device and a brake device, and the like, and a second-stage transmission-type auxiliary transmission including one planetary gear train and two fastening elements is provided on the second shaft. I have. The output of the second axis is output to the third
The power is transmitted to a differential gear provided on the shaft.

[0004]

In the above-mentioned conventional automatic transmission, a total of seven fastening elements are required, and the structure is complicated and expensive. Further, the step difference between the respective gears in the portion constituted by the two planetary gear trains becomes large, and the first speed is set to the lower speed side of the auxiliary transmission, so that a wider ratio is obtained.

For this reason, it is difficult to operate lock-up in the torque converter, which is not preferable in terms of power performance and fuel efficiency. An object of the present invention is to simplify the configuration, and in particular to reduce the number of fastening elements. It is another object of the present invention to realize a crossing of the gear ratios and to easily change the gear ratios.

[0006]

According to a first aspect of the present invention, there is provided an automatic transmission for transmitting power from an engine to an output shaft, comprising: a first planetary gear train; a second planetary gear train; 3
A planetary gear train, a plurality of fastening elements, and first and second counter gear pairs are provided. The first planetary gear train is arranged on a first shaft to which power is input from the engine side. The second planetary gear train is arranged on a second shaft provided in parallel with the first shaft. The third planetary gear train is disposed on the second shaft, is connected to the second planetary gear train, and has an output unit connected to the output shaft. The plurality of fastening elements are arranged on at least a first shaft of the first shaft and the second shaft, and control a power transmission path. The first and second counter gear pairs correspond to the second planetary gear train 2.
And two components of the second planetary gear train.

In this device, rotation from the engine is input to the first shaft. Then, this rotation is speed-changed by the first planetary gear train, or input to the second and third planetary gear trains without passing through the first planetary gear train. In the second and third planetary gear trains, the input rotation is shifted and output to the output shaft. At this time, the power transmission path is switched by controlling the plurality of fastening elements. Further, the rotation from the first planetary gear train is transmitted to the second and third planetary gear trains via two pairs of counter gears.

Here, by adjusting the gear ratio of the counter gear pair, the gear ratio of the entire transmission can be easily adjusted.
It is easy to obtain a desired gear ratio. An automatic transmission according to claim 2 is the device according to claim 1, wherein the first planetary gear train includes a first component connected to the input shaft, a second component capable of braking rotation, and a second planetary gear train. And a third component connected to the gear train. The second planetary gear train is
A first component to which power is input from a planetary gear train;
It has a second component that can be connected to the shaft and a third component that is connected to the third planetary gear train. The third planetary gear train includes a component connected to the third component of the second planetary gear train, a component connected to the second component of the second planetary gear train, and a configuration connected to the output shaft. Element.

Further, the plurality of fastening elements include a first clutch device, a second clutch device, a third clutch device or a fourth clutch device.
It has a brake device, a first brake device, and a second brake device. The first clutch device transmits and disconnects power between the first shaft and the second component of the second planetary gear train. The second clutch device includes a first shaft and a first planetary gear train.
Transfers and shuts off power to and from components. The third clutch device or the fourth brake device selects whether or not to input the shift output of the first planetary gear train to the second planetary gear train. First
The braking device brakes the rotation of one component of the third planetary gear train. The second brake device is a second brake device of the second planetary gear train.
Brakes the rotation of a component.

The first pair of counter gears connects the third component of the first planetary gear train with the first component of the second planetary gear train, and the second counter gear pair includes the first clutch device and the second clutch gear.
It connects the second component of the planetary gear train. In this device, the rotation of the first shaft is input to the second and third planetary gear trains via the first clutch device and the second counter gear pair, and is also provided via the second clutch device and the first counter gear pair. It is input to the second planetary gear train. The output of the first planetary gear train is input to the second planetary gear train by the operation of the third clutch device or the fourth brake device.

In this case, the number of fastening elements is five, which is smaller than that of the conventional device. This simplifies the configuration,
In addition, it is easy to reduce the axial dimension, and the device can be downsized. An automatic transmission according to a third aspect is the automatic transmission according to the first or second aspect, further comprising a third brake device for braking the rotation of the first component of the second planetary gear train.

Here, the sixth forward speed can be easily obtained by adding one brake device. According to a fourth aspect of the present invention, in the automatic transmission according to any one of the first to third aspects, the first planetary gear device includes a first ring gear connected to the first shaft and a first ring gear meshing with the first ring gear. It has a planetary gear, a first carrier that supports the first planetary gear and outputs power to the second planetary gear train side, and a first sun gear that meshes with the first planetary gear and can brake the rotation thereof. .

In this device, the rotation from the engine is input to the first ring gear, and the speed is shifted by the first planetary gear train at a relatively small reduction ratio, and is output from the first carrier. According to a fifth aspect of the present invention, in the automatic transmission according to any one of the first to third aspects, the first planetary gear train includes a first ring gear capable of braking rotation, and a first planetary gear meshing with the first ring gear. And supporting the first planetary gear and the second
It has a first carrier that outputs power to the planetary gear train side, and a first sun gear that meshes with the first planetary gear and is connected to the first shaft.

In this device, the rotation from the engine is input to the first sun gear, the speed is changed by the first planetary gear train at a relatively large reduction ratio, and output from the first carrier.
An automatic transmission according to claim 6 is the device according to any one of claims 1 to 3, wherein the first planetary gear train meshes with the first ring gear that outputs power to the second planetary gear train side. A first planetary gear, which includes a pinion gear, one of which meshes with the first ring gear; a first carrier that supports the first planetary gear and is capable of braking rotation; and a first planetary gear that meshes with the other pinion gear of the first planetary gear. A first sun gear connected to one shaft.

In this device, the rotation from the engine is input to the first sun gear, and the speed is changed at a moderate reduction ratio by the first planetary gear train, and is output from the first ring gear. In this case, it is easy to make the difference between the gears more uniform. An automatic transmission according to claim 7 is the device according to any one of claims 1 to 6, wherein the second planetary gear train includes a second ring gear, a second planetary gear that meshes with the second ring gear, and a second planetary gear. A second carrier that supports the gear and is connected to the second counter gear pair; and a second sun gear that meshes with the second planetary gear and is connected to the first counter gear pair. The third planetary gear train supports a third ring gear connected to the second carrier, a third planetary gear meshing with the third ring gear, a third planetary gear, and is connected to the second ring gear; A third carrier connected to the output shaft; and a third sun gear meshing with the third planetary gear.

The first brake device brakes the rotation of the third sun gear, and the second brake device brakes the rotation of the second carrier and the third ring gear. In this device, the first
The output of the planetary gear train is input to the second sun gear via the first counter gear pair. Further, the rotation of the first shaft is input to the second sun gear via the second clutch device and the first counter gear pair, and the second carrier and the third carrier are transmitted via the first clutch device and the second counter gear pair. Input to the ring gear.

Here, by controlling the respective fastening elements, it is possible to change the speed to the fifth forward speed and the second reverse speed. And
By appropriately setting the gear ratio of each counter gear pair, it is easy to adjust the gear ratio of the entire apparatus to a desired value. An automatic transmission according to an eighth aspect is the automatic transmission according to any one of the first to sixth aspects, wherein the second planetary gear train includes the first planetary gear train.
A second ring gear connected to the counter gear pair, a second planetary gear meshing with the second ring gear, a second carrier supporting the second planetary gear and connected to the second counter gear pair, and a second planetary gear; A second sun gear meshing with the gear. The third planetary gear train includes a third ring gear connected to the second carrier, a third planetary gear meshing with the third ring gear, and a third planetary gear supporting the third planetary gear and connected to the output shaft. It has a carrier and a third sun gear that meshes with the third planetary gear and is connected to the second sun gear.

Further, the first brake device is provided with the second and third brakes.
The rotation of the sun gear is braked, and the second brake device brakes the rotation of the second carrier and the third ring gear. In this device, the output of the first planetary gear train is input to the second ring gear via the first counter gear pair. Further, the rotation of the first shaft is input to the second ring gear via the second clutch device and the first counter gear pair, and the second carrier and the second carrier are transmitted via the first clutch device and the second counter gear pair. Input to the 3 ring gear.

Here, similarly to the above, by controlling the respective fastening elements, it is possible to change the speed to the fifth forward speed and the second reverse speed. By appropriately setting the gear ratio of each counter gear pair, it is easy to adjust the gear ratio of the entire apparatus to a desired value. The automatic transmission according to claim 9 is the device according to any one of claims 1 to 6, wherein the second planetary gear train includes a common ring gear connected to the output shaft, a common planetary gear meshing with the common ring gear, It has a common carrier that supports the common planetary gear and is connected to the second counter pair, and has a second sun gear that meshes with the common planetary gear and is connected to the first counter gear pair. The third planetary gear train meshes with the common ring gear and the common planetary gear, the third planetary gear and is connected to the output shaft, and meshes with the common planetary gear and is supported by the common carrier. It has a small planetary gear and a third sun gear that meshes with the small planetary gear.

The first brake device brakes the rotation of the third sun gear, and the second brake device brakes the rotation of the common carrier. In this device, the output of the first planetary gear train is input to the second sun gear via the first counter gear pair. The rotation of the first shaft is controlled by the second clutch device and the first clutch.
The signal is input to the second sun gear via the counter gear pair, and is input to the common carrier via the first clutch device and the second counter gear pair.

Here, in the same manner as described above, by controlling the respective fastening elements, it is possible to change the speed to the fifth forward speed and the second reverse speed. By appropriately setting the gear ratio of each counter gear pair, it is easy to adjust the gear ratio of the entire apparatus to a desired value. The automatic transmission according to claim 10 is
The apparatus according to any one of claims 1 to 9, further comprising a fluid coupling portion provided on an input side of the first planetary gear train and having an impeller, a turbine, and a stator. And
Power from the turbine in the fluid coupling portion is input to one of the first ring gear and the first sun gear of the first planetary gear train.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment and its Modifications (Fifth and Sixth Forward Speeds)] FIG. 1 is a schematic diagram showing an automatic transmission according to a first embodiment of the present invention. The automatic transmission has five forward speeds and two reverse speeds, a torque converter 2 serving as a fluid coupling portion to which power is input from an engine, and a speed change gear provided on the output side of the torque converter 2. Machine 3. These torque converters 2
The transmission 3 is housed in a 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. The torque converter body 10 includes a front cover 12 connected to an output portion of the engine, and a front cover 12.
, A turbine 14 axially facing the impeller 13, and a stator 15 disposed between the inner peripheral portions thereof. Note that the stator 15 is fixed to the housing 4 via a one-way clutch 16.

The transmission 3 includes a first shaft 21 connected to the output side of the turbine 14, a second shaft 22 arranged in parallel with the first shaft 21, and a first shaft 21 at the output side of the second shaft 22. An output shaft 23 is arranged in parallel with the shaft 21. And
A first planetary gear train 24 is arranged on the first shaft 21, and a second planetary gear train 25 and a third planetary gear train 26 are arranged on the second shaft 22. The output shaft 23 has a differential gear mechanism 2
7 are arranged. The shafts 21, 22, and 23 are rotatably supported by the housing 4 by bearings (not shown).

The first planetary gear train 2 arranged on the first shaft 21
The second and third planetary gear trains 25 and 26 arranged on the fourth and second shafts 22 are the first and second counter gear pairs 31 and 3, respectively.
2 and the second and third planetary gear trains 25, 2
6 and the differential gear mechanism 27 are connected by a pair of counter gears 33. Each counter gear pair includes a first shaft 21
The first counter gear 31a and the second counter gear 32a provided on the side, the third counter gear 31b, the fourth counter gear 32b and the fifth counter gear 33a provided on the second shaft 22, and the output shaft 23 side And a sixth counter gear 33b provided at the second position. The first counter gear pair 31 includes a first counter gear 31a and a third
A second counter gear pair 3
Reference numeral 2 includes a second counter gear 32a and a fourth counter gear 32b that mesh with each other. Also, the counter gear pair 33
Is composed of a fifth counter gear 33a and a sixth counter gear 33b that mesh with each other.

Then, the first and second counter gear pairs 3
By appropriately setting the speed reduction ratios α1 and α2 of the gears 1 and 32, it is possible to adjust the difference between the gears. The reduction ratios of α1 and α2 are (number of gear teeth on second shaft 22) / (number of gear teeth on first shaft 21).

On the first shaft 21, first to third clutch devices C1, C2, C3 as fastening elements are arranged. The first clutch device C1 is disposed at an output end of the first shaft 21 (a side away from the torque converter 2), and
First and second counter gears 31a and 32a are arranged on the input side of the first clutch device C1. Further, the second clutch device C2 and the third clutch device C3 are arranged further on the input side of the first and second counter gears 31a and 32a, and the first planetary gear train 24 is arranged on the input side of the third clutch device C3. ing.

Further, a first brake device B1 and a second brake device B2 as fastening elements are arranged on the second shaft 22. The second brake device B2 is disposed at an end of the second shaft 22 on the side away from the torque converter 2, and
Third and fourth counter gears 31b and 32b are arranged on the torque converter 2 side of the second brake device B2. The second planetary gear train 25 and the third planetary gear train 26 are arranged in this order on the torque converter 2 side of the third counter gear 31b.

Next, referring to FIG. 2, each planetary gear train 24-
26, each counter gear pair 31, 32, and each fastening element will be described in detail. Note that FIG. 2 schematically shows the first shaft 21 and the second shaft 22 arranged coaxially in order to make the relationship between the components easy to understand. Further, FIG. 2 shows only one side of the rotation center axis. The first planetary gear train 24 includes a first ring gear R1 connected to the turbine 14 of the torque converter body 10, a first planetary gear P1 that meshes with the first ring gear R1, and a first planetary gear P1 that supports the first planetary gear P1. The carrier CA1 meshes with the first planetary gear P1 and the first
And a sun gear S1. Note that the first carrier CA
1 is provided with a one-way clutch F that transmits power to the output side only in the same direction as the input rotation direction.

The second planetary gear train 25 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 that supports the second planetary gear P2 and is connectable to the turbine 14 via the second pair of counter gears 32 and the first clutch device C1, and meshes with the second planetary gear P2 and the first counter gear. The first of the first planetary gear train 24 via the pair 31 and the one-way clutch F
And a second sun gear S2 connected to the carrier CA1. The second sun gear S2 is connected to the turbine 1 via the first counter gear pair 31 and the second clutch device C2.
4, and can be connected to the first carrier CA1 via the third clutch device C3.

The third planetary gear train 26 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 an output shaft 35 that is arranged coaxially with the second shaft 22.

As is clear from the above, the first counter gear pair 31 connects the output of the first planetary gear train 24 and the second sun gear S2 of the second planetary gear train 25, and the second counter gear pair 32 is Output of one clutch device C1 and second carrier C
A2 and the third ring gear R3.
Further, the first clutch device C1 transfers the power from the turbine 14 to the second carrier CA via the second counter gear pair 32.
This is a device for transmitting and blocking to the second and third ring gears R3. The second clutch device C2 is a device for transmitting or interrupting the power from the turbine 14 to the second sun gear S2 via the first counter gear pair 31. The third clutch device C3 includes a first carrier CA
This is a device for transmitting or cutting off the output from the first counter gear pair 31 to the second sun gear S2 via the first counter gear pair 31.

The first brake device B1 is a device for braking the rotation of the third sun gear S3, and the second brake device B2 is a device for braking the second carrier CA2 and the third ring gear R.
3 is a device for braking the rotation. In the examples shown in FIGS. 1 and 2, the shift speed is the fifth forward speed and the second reverse speed, but as shown in FIGS. 3 and 4, a third brake for braking the rotation of the second sun gear S2 is provided. By providing the device B3, it is possible to obtain six forward speeds and two reverse speeds. Other configurations are the same as those shown in FIGS.

In these devices, each planetary gear train 2
4, 25, and 26, the ratio of the number of teeth between the sun gear and the ring gear (the number of sun gear teeth / the number of ring gear teeth) ρ1, ρ2, and ρ3 are as shown in FIG. 5, where ρ1 = 0.6 ρ2 = 0.5 ρ3 = 0.4.

Next, the operation will be described with reference to FIGS. Here, the case of the sixth forward speed will be described. However, the fifth speed is different only in that there is no sixth forward speed, and the other operations are exactly the same. FIG. 6 shows the control contents of the fastening elements, the gear ratios, and the differences between the gears at each shift speed, and FIG. 7 shows a speed diagram. In the velocity diagram of FIG. 7, the vertical axis indicates the number of rotations, and the horizontal axis indicates each position of the power train. The position of the horizontal axis is determined by the reduction ratio between the elements. Further, predetermined positions M01, M02, M1 to M4 on the horizontal axis are shown in FIGS.
This is the position on the power train shown in FIG.

<First Forward Speed> At the first forward speed, as shown in FIG. 6, the third clutch device C3 is turned on (transmission state), and the first brake device B1 is turned on (braking). Thus, the rotation from the turbine 14 is input to the first ring gear R <b> 1, and the output of the first planetary gear train 24 is output to the second sun gear S via the first counter gear pair 31.
2 is input. Further, the rotation of the third sun gear S3 is stopped. Further, the other fastening elements, that is, the first and second clutch devices C1, C2 and the second brake devices B2, B3 are turned off (power cutoff, brake release).

In such a first forward speed, the output reduced by the first planetary gear train 24 is applied to the first counter gear pair 3.
The speed is shifted by 1 (if the gear ratio is 1, it is transmitted as it is), further reduced by the second and third planetary gear trains 25 and 26, and output from the third carrier CA3.
Here, when the input rotation speed is “1”, the first shaft 21
Then, the rotation speed of the first sun gear S1 is “0”, and the rotation speed of the first ring gear R1 is “1”. The output rotation speed of the first planetary gear train 24 (the rotation speed of the first carrier CA1) is “1 / (1 + ρ1)”, and this rotation is 1 / α
It is multiplied by one and input to the second sun gear S2. Also, the second
On the shaft 22, the rotation speed of the third sun gear S3 is "0" because the rotation is stopped by the first brake device B1. For this reason, the speed diagram of the first forward speed is “1” shown in FIG.
st ”. As shown in FIG. 6, the gear ratio in this case is (1 + ρ1) (1 + ρ3 + ρ3 / ρ2) α1, and when α1 = α2 = 1 (first setting), “3.5”
2 ”, α1 = 1.1, α2 = 1.2 (second setting)
Is 3.87. Note that the gear ratio here is the gear ratio at the shaft 35, which is the output of the second shaft 22,
As a whole of the transmission, the differential gear mechanism 2
7 finally decelerates.

<Second Forward Speed> In the case of the second forward speed, FIG.
As shown in (2), the second clutch device C2 and the first brake device B1 are turned on. Thus, the rotation from the turbine 14 is controlled by the second clutch device C2 and the first counter gear pair 3
1 is directly input to the second sun gear S2. On the other hand, the rotation from the turbine 14 is also input to the first planetary gear train 24 and is output at a reduced speed. However, since the rotation speed directly input from the turbine 14 to the second clutch device C2 is higher, the first The rotation of the planetary gear train 24 is not transmitted to the output side by the one-way clutch F. Therefore, the second
The rotation input from the turbine 14 via the clutch device C2 and the first counter gear pair 31 is reduced and output by the second and third planetary gear trains 25 and 26.

Here, the rotation speed of each component on the first shaft 21 side is the same as that of the first forward speed. On the second shaft 22 side, when the input rotation speed is “1”, the second sun gear S2
Is 1 / α1. Also, the third sun gear S
The rotation speed of No. 3 is “0”. For this reason, the speed diagram of the second forward speed has the characteristic of "2nd" shown in FIG. As shown in FIG. 6, the gear ratio in this case is (1 + ρ3 + ρ3 / ρ2) α1, which is “2.2” in the first setting and “2.42” in the second setting.

<Third forward speed> In the case of the third forward speed, FIG.
As shown in (1), the first clutch device C1 and the first brake device B1 are turned on. Thus, the rotation from the turbine 14 is input to the first ring gear R1 and the first
The signal is also input to the second carrier CA2 and the third ring gear R3 via the clutch device C1 and the second counter gear pair 32. The output of the first planetary gear train 24 is not transmitted to the second planetary gear train 25 due to the action of the one-way clutch F. Therefore, the rotation from the turbine 14
The speed is shifted by the counter gear pair 32, and the speed is reduced by the third planetary gear train 26 and output.

Here, the rotation speed of each component on the first shaft 21 side is the same as described above. On the second shaft 22 side, when the input rotation speed is "1", the second carrier CA2 and the third ring The rotation speed of the gear R3 is “1 / α2”, and the rotation speed of the third sun gear S3 is “0”. Therefore, the speed diagram of the third forward speed has the characteristic of "3rd" shown in FIG. As shown in FIG. 6, the gear ratio in this case is (1 + ρ3) α2, which is “1.4” for the first setting and “1.68” for the second setting.

<Fourth forward speed> In the case of the fourth forward speed, FIG.
As shown in (1), the first and second clutch devices C1 and C2 are turned on. As a result, the rotation from the turbine 14
And the two components of the second planetary gear train 25 via the second pair of counter gears 31 and 32. in this case,
If the gear ratios of the first and second counter gear pairs 31 and 32 are the same, the second and third planetary gear trains 25 and 26 are not decelerated, and the input rotation is output as it is. If different, the speed is reduced and output according to the speed ratio of the pair of counter gears 31 and 32 and the speed reduction ratio of the second planetary gear train 25.

Here, the rotation speed of each component on the first shaft 21 side is the same as described above, and the rotation speed of the second sun gear S2 on the second shaft 22 side when the input rotation speed is "1". Is “1 / α1”, and the rotation speeds of the second carrier CA2 and the third ring gear R3 are “1 / α2”. For this reason,
The speed diagram of the fourth forward speed has the characteristic of "4th" shown in FIG. The gear ratio in this case is α1α2 / {(1 + ρ2) α1-ρ2α2}, as shown in FIG. 6, and is “1” in the first setting and “1.26” in the second setting. .

<Fifth forward speed> In the case of the fifth forward speed, FIG.
As shown in (1), the first and third clutch devices C1 and C3 are turned on. As a result, the rotation from the turbine 14
The output that is input to the ring gear R1 and reduced by the first planetary gear train 24 is input to the second sun gear S2 via the third clutch device C3 and the first counter gear pair 31. The output is further reduced by the second planetary gear train 25 and output. Note that the third planetary gear train 26 does not operate.

Here, when the input rotation speed is "1", the rotation speed of each component on the first shaft 21 side is the same as described above. On the second shaft 22 side, the rotation speed of the second sun gear S2 is “1 / (1 + ρ1) α1” as in the case of the first speed, and the rotation speeds of the second carrier CA2 and the third ring gear R3 are “1”. / Α2 ”. Therefore, the speed diagram of the fifth forward speed has the characteristic of "5th" shown in FIG. The gear ratio in this case is, as shown in FIG. 6, (1 + ρ1) α1α2 / ｛(1 + ρ1) (1 + ρ2) α
1−ρ2α2｝, which is “0.84” for the first setting and “1.04” for the second setting.

<Sixth forward speed> In the case of the sixth forward speed, FIG.
As shown in (1), the first clutch device C1 and the third brake device B3 are turned on. Thus, the rotation from the turbine 14 is input to the first ring gear R1 and also to the second carrier CA2 via the second counter gear pair 32. Also, the output of the first planetary gear train 24 is not transmitted to the second planetary gear train 25, and the rotation of the second sun gear S2 is stopped. Further, the third planetary gear train 26 does not operate. Therefore, the rotation from the turbine 14
The output is reduced by the counter gear pair 32 and the second planetary gear train 25.

Here, when the input rotation speed is "1", the rotation speed of each component on the first shaft 21 side is the same as described above. On the second shaft 22 side, the rotation speed of the second sun gear S2 is “0”, and the rotation speed of the second carrier CA2 is “1 / α”.
2 ". Therefore, the speed diagram of the sixth forward speed has the characteristic of “6th” shown in FIG. The gear ratio in this case is α2 / (1 + ρ2) as shown in FIG. 6, which is “0.67” in the first setting and “0.8” in the second setting.

<First Reverse Speed> In the case of the first reverse speed, FIG.
As shown in (3), the third clutch device C3 and the second brake device B2 are turned on. Thus, the rotation of the turbine 14 is input to the first ring gear R1, and the first planetary gear train 24
Is input to the second sun gear S2 via the first counter gear pair 31. Further, the second carrier CA2 and the third
The rotation of the ring gear R3 is stopped. Note that the third planetary gear train 26 does not operate. Therefore, the turbine 14
Is reduced by the first counter gear pair 31 and the first planetary gear train 24, and is reversed and output by the second planetary gear train 25.

Here, when the input rotation speed is "1", the rotation speed of each component on the first shaft 21 side is the same as described above. On the second shaft 22 side, as in the case of the first forward speed, the rotation speed of the second sun gear S2 is “1 / (1 + ρ1) α1”, and the rotation speeds of the second carrier CA2 and the third ring gear R3 are “1”. 0 ". Therefore, the speed diagram of the first reverse speed has the characteristic of "Rev1" shown in FIG. The gear ratio in this case is (1 + ρ1) α1 / ρ2, as shown in FIG. 4, which is “3.2” in the first setting and “3.52” in the second setting.

<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. Thus, the rotation of the turbine 14 is input to the first ring gear R1 and also to the second sun gear S2 via the first counter gear pair 31. Further, the second carrier CA2 and the third ring gear R
The rotation of 3 is stopped. The third planetary gear train 26
Does not operate, and the output of the first planetary gear train 24 is not transmitted to the second planetary gear train 25 due to the action of the one-way clutch F. Therefore, the rotation from the turbine 14
The first counter gear pair 31 and the second planetary gear train 25 decelerate and reverse the rotation, and output the result.

Here, when the input rotation speed is "1", the rotation speed of each component on the first shaft 21 side is the same as described above. On the second shaft 22 side, the rotation speed of the second sun gear S2 is “1 / α1”, and the second carrier CA2 and the third carrier
The rotation speed of the ring gear R3 becomes “0”. Therefore, the speed diagram of the second reverse speed has the characteristic of “Rev2” shown in FIG. The gear ratio in this case is α1 / ρ2, as shown in FIG. 6, which is “2” in the first setting and “2.2” in the second setting.

In the automatic transmission of such an embodiment,
Particularly, the size in the axial direction can be reduced as compared with the conventional device. Further, the number of fastening elements is smaller than that of the conventional device, the configuration is simple, and the manufacturing cost is low. Further, by adjusting the reduction ratios α1 and α2 of the respective counter gear pairs 31 and 32, it is easy to set the difference between the gears to a desired value. Specifically, the forward first speed and second speed and the reverse first speed and second speed are functions of only α1, the forward third speed and sixth speed are functions of only α2, and the forward fourth speed and The fifth speed is a function of α1 and α2. Therefore, the second to sixth gears
It is possible to adjust the difference (ratio) between the gears by changing α1 and α2 between the gears.

[Second Embodiment and its Modifications (Forward 5
Speed, sixth speed)] FIG. 8 is a schematic diagram showing an automatic transmission according to a second embodiment of the present invention. In the second embodiment, the second embodiment is different from the automatic transmission in the first embodiment in the second embodiment.
Second and third planetary gear trains 25 and 26 provided on shaft 22
Are different, and the connection relationship of each planetary gear train is different. The other configuration is the same as the configuration shown in the first embodiment. Therefore, only the portions different from the first embodiment will be described below.

FIG. 9 shows the connection between the planetary gear trains 24-26 and the counter gear pairs 31, 32. Here, similarly to the above, the first shaft 21 and the second shaft 22 are coaxially arranged and schematically shown. Also, only one side of the rotation center axis is shown. The second planetary gear train 25 is
A second ring gear R2 connectable to the first carrier CA1 of the first planetary gear train 24 via the counter gear pair 31 and the third clutch device C3; a second planetary gear P2 meshing with the second ring gear R2; The second counter gear pair 32 and the first clutch device C2
Carrier CA2 connectable to turbine 14 via
And a second sun gear S2 meshing with the second planetary gear P2. Note that the second ring gear R2 may be connected to the turbine 14 via the second clutch device C2.

The third planetary gear train 26 has a third ring gear R3 that can be connected to the turbine 14 via the second counter gear pair 32 and the first clutch device C1, and a third ring gear R3 that meshes with the third ring gear R3. A third carrier CA3 that supports the third planetary gear P3, is connected to the output-side shaft 35, and meshes with the third planetary gear P3 and is connected to the second sun gear S2 and rotates synchronously with the third planetary gear P3; And a sun gear S3.

As is clear from the above, the first counter gear pair 31 connects the output of the first planetary gear train 24 and the second ring gear R2 of the second planetary gear train 25, and the second counter gear pair 32 The output of the first clutch device C1 is connected to the second carrier CA2 of the second planetary gear train 25 and the third ring gear R3 of the third planetary gear train 26. Further, the first clutch device C1 transfers the power from the turbine 14 to the second
This is a device for transmitting to and blocking from the second carrier CA2 and the third ring gear R3 via the counter gear pair 32. The second clutch device C2 is a device for transmitting or interrupting the power from the turbine 14 to the second ring gear R2 via the first counter gear pair 31. The third clutch device C3 outputs the output of the first planetary gear train 24 to the second ring gear R via the first counter gear pair 31.
2 for transmitting or blocking.

The first brake device B1 is a device for braking the rotation of the second and third sun gears S2 and S3, and the second brake device B2 controls the rotation of the second carrier CA2 and the third ring gear R3. It is a device for braking.
In the examples shown in FIGS. 8 and 9, the shift speed is the fifth forward speed and the second reverse speed. However, as shown in FIGS. By providing the brake device B3, it is possible to obtain six forward speeds and two reverse speeds. Other configurations are the same as the configurations shown in FIGS. 8 and 9.

In these devices, each planetary gear train 2
4, 25, and 26, the ratio of the number of teeth between the sun gear and the ring gear (the number of sun gear teeth / the number of ring gear teeth) ρ1, ρ2, and ρ3 is, as shown in FIG. 12, ρ1 = 0.65 ρ2 = 0.55 ρ3 = 0.4.

Next, the operation will be described with reference to FIGS. Here, the case of the sixth forward speed will be described. However, the fifth speed is different only in that there is no sixth forward speed, and the other operations are exactly the same. FIG.
3 shows the control content of the fastening element, the gear ratio, and the difference between the gears at each shift speed, and FIG. 14 shows a speed diagram.
In the velocity diagram of FIG. 14, the vertical axis indicates the number of revolutions, and the horizontal axis indicates each position of the power train. The position of the horizontal axis is determined by the reduction ratio between the elements. The predetermined positions M01, M02, M1 to M4 on the horizontal axis are positions on the power train shown in FIGS. 8 to 11, respectively.

The details of control of the fastening elements and the speed diagram are basically the same as those in the first embodiment. The rotation speed (velocity diagram) of the first shaft 21 is the same as that of the first embodiment, and the description is omitted. <First forward speed> In the first forward speed, the third clutch device C3
And the first brake device B1 is turned on. As a result, the output of the first planetary gear train 24 is input to the second ring gear R2 via the first counter gear pair 31, and the rotation of the second and third sun gears S2 and S3 is stopped. Therefore, the output reduced by the first planetary gear train 24 is input to the second planetary gear train 25 via the first pair of counter gears 31, and is reduced by the second and third planetary gear trains 25 and 26 to the third planetary gear train 25. Output from the carrier CA3.

Here, when the input rotation speed is "1", the rotation speed of the second ring gear R2 on the second shaft 22 is 1 / α1 times the output of the first planetary gear train 24, that is, "1/1".
(1 + ρ1) α1 ”, and the second and third sun gears S
The rotation speeds of S2 and S3 are “0”. Therefore, the first advance
The speed diagram of the speed has the characteristic of "1st" shown in FIG.
As shown in FIG. 13, the gear ratio in this case is (1 + ρ1) (1 + ρ2) (1 + ρ3) α1, and when α1 = α2 = 1 (first setting), “3.5”
8 ”, α1 = 1.1, α2 = 1.2 (second setting)
Is 3.94.

<Second forward speed> In the case of the second forward speed, the second
The clutch device C2 and the first brake device B1 are turned on. Thus, the rotation from the turbine 14 is directly input to the second sun gear S2 via the first counter gear pair 31. Further, the rotation of the third sun gear S3 is stopped. The rotation of the first planetary gear train 24 is not transmitted to the output side by the one-way clutch F. Therefore, the rotation from the turbine is output after being reduced by the first counter gear pair 31 and the second and third planetary gear trains 25 and 26.

Here, when the input rotation speed is "1", on the second shaft 22 side, the rotation speed of the second ring gear R2 is "1 / α1", and the rotation speeds of the second and third sun gears S2, S3. The number is "0". Therefore, the speed diagram of the second forward speed has the characteristic of “2nd” shown in FIG. As shown in FIG. 13, the gear ratio in this case is (1 + ρ2) (1 + ρ3) α1, which is “2.17” for the first setting and “2.39” for the second setting.

<Third forward speed> In the case of the third forward speed, the first
The clutch device C1 and the first brake device B1 are turned on. Thus, the rotation from the turbine 14 is input to the second carrier CA2 and the third ring gear R3 via the second counter gear pair 32, and the second and third sun gears S2, S
The rotation of 3 is stopped. The first planetary gear train 24
Is not transmitted to the second planetary gear train 25 due to the action of the one-way clutch F. Therefore, turbine 1
The rotation from 4 is reduced and output by the second counter gear pair 32 and the third planetary gear train 26 and output.

Here, when the input rotation speed is "1", on the second shaft 22 side, the rotation speeds of the second carrier CA2 and the third ring gear R3 are "1 / α2", and the second and third rotation speeds are set. The number of rotations of the sun gears S2 and S3 is "0". Therefore, the speed diagram of the third forward speed is “3rd” shown in FIG.
Characteristic. The gear ratio in this case is (1 + ρ3) α2, as shown in FIG. 13, and is “1.4” in the case of the first setting, and is “1.68” in the case of the second setting.

<Fourth forward speed> In the case of the fourth forward speed, the first
And turn on the second clutch devices C1 and C2. Thus, the rotation from the turbine 14 is input to the two components of the second planetary gear train 25 via the first and second counter gear pairs 31 and 32, and is also input to the third ring gear R3. Therefore, the first and second counter gear pairs 3
If the gear ratios of the gears 1 and 32 are the same, the second and third planetary gear trains 25 and 26 are not decelerated, and the input rotation is output as it is. If they are different, the speed is reduced and output by the pair of counter gears 31, 32 and the second and third planetary gear trains 25, 26.

Here, when the input rotation speed is “1”, the rotation speed of the second ring gear R2 is “1 / α1” on the second shaft 22 side, and the second carrier CA2 and the third ring gear R3 Is 1 / α2. For this reason,
The speed diagram of the fourth forward speed has the characteristic of "4th" shown in FIG. As shown in FIG. 13, the gear ratio in this case is (1 + ρ3) ρ2α1α2 / ｛(1 + ρ3) ρ2α1-
(Α2−α1) ρ3｝, which is “1” in the case of the first setting, and “1.26” in the case of the second setting.

<Fifth forward speed> In the case of the fifth forward speed, the first
And the third clutch devices C1 and C3 are turned on. As a result, the rotation from the turbine 14 is controlled by the second counter gear pair 32.
Through the second carrier CA2 and the third ring gear R3. The output of the first planetary gear train 24 is input to the second ring gear R2 via the first counter gear pair 31. Then, the speed is reduced and output by the second and third planetary gear trains 25 and 26.

Here, when the input rotation speed is "1", on the second shaft 22 side, the rotation speed of the second ring gear R2 is "1 / (1 + ρ1) α1", and the second carrier CA2
And the rotation speed of the third ring gear R3 is “1 / α2”. Therefore, the speed diagram of the fifth forward speed has the characteristic of "5th" shown in FIG. The gear ratio in this case is shown in FIG.
(1 + ρ1) (1 + ρ3) ρ2α2 / ｛(ρ2 + ρ3 +
ρ2ρ3) (1 + ρ1) α1−ρ3α2｝, which is “0.83” in the case of the first setting and “1.02” in the case of the second setting.

<Sixth forward speed> In the case of the sixth forward speed, the first
The clutch device C1 and the third brake device B3 are turned on. Thus, the rotation from the turbine 14 is input to the second carrier CA2 and the third ring gear R3 via the second counter gear pair 32. In addition, the first planetary gear train 24
Is not transmitted to the second planetary gear train 25 side, and the rotation of the second ring gear R2 is stopped. Therefore, the rotation from the turbine 14 is output after being reduced by the second pair of counter gears 32 and the second and third planetary gear trains 25 and 26.

Here, when the input rotation speed is "1", on the second shaft 22 side, the rotation speed of the second ring gear R2 is "0", and the rotation speeds of the second carrier CA2 and the third ring gear R3. Is “1 / α2”. Therefore, the speed diagram of the sixth forward speed has the characteristic of "6th" shown in FIG. As shown in FIG. 13, the gear ratio in this case is (1 + ρ3) ρ2α2 / (ρ2 + ρ3 + ρ2ρ3), which is “0.66” in the first setting and “0.79” in the second setting. .

<First Reverse Speed> In the case of the first reverse speed, the third
The clutch device C3 and the second brake device B2 are turned on. As a result, the output of the first planetary gear train 24 is input to the second ring gear R2 via the first counter gear pair 31. Further, the second carrier CA2 and the third ring gear R3
Is stopped. Accordingly, the rotation from the turbine 14 is reduced by the first pair of counter gears 31 and the first planetary gear train 24, reversed by the second planetary gear train 25, and further reduced and output by the third planetary gear train 26. .

Here, when the input rotation speed is "1", on the second shaft 22 side, the rotation speed of the second ring gear R2 is "1 / (1 + ρ1) α1", and the second carrier CA2
And the rotation speed of the third ring gear R3 becomes “0”. Therefore, the speed diagram of the first reverse speed is represented by “Rev” shown in FIG.
1 ". As shown in FIG. 13, the gear ratio in this case is (1 + ρ1) (1 + ρ3) ρ2α1 / ρ3, which is “3.18” in the first setting, and “3.5” in the second setting. Become.

<Second reverse speed> In the case of the second reverse speed, the second
The clutch device C2 and the second brake device B2 are turned on. Thus, the rotation of the turbine 14 is input to the second ring gear R2 via the first counter gear pair 31.
Further, the rotation of the second carrier CA2 and the third ring gear R3 is stopped. The output of the first planetary gear train 24 is not transmitted to the second planetary gear train 25 by the one-way clutch F. Therefore, the rotation from the turbine 14 is reduced by the first counter gear pair 31, reversed by the second planetary gear train 25, and reduced and output by the third planetary gear train 26.

Here, when the input rotation speed is "1", on the second shaft 22 side, the rotation speed of the second ring gear R2 is "1 / α1", and the second carrier CA2 and the third ring gear R3 Becomes “0”. Therefore, the velocity diagram of the second reverse speed has the characteristic of “Rev2” shown in FIG. The gear ratio in this case is (1 + ρ3) ρ2α1 / ρ3, as shown in FIG. 13, which is “1.93” in the first setting and “2.12” in the second setting.

In the automatic transmission according to such an embodiment,
As described above, the size in the axial direction can be reduced particularly, the number of fastening elements is small, the configuration is simple, and the manufacturing cost is low. Further, the reduction ratio α1 of each counter gear pair 31, 32
By adjusting? 3, it is easy to set the difference between the gears to a desired value. [Third Embodiment and its Modifications (Fifth and Sixth Forward Speeds)] FIG. 15 is a schematic diagram showing an automatic transmission according to a third embodiment of the present invention.

In the third embodiment, the configuration of the second and third planetary gear trains 25 and 26 provided on the second shaft 22 is different from the automatic transmission of the first embodiment described above. The connection relationship of the planetary gear train is different. The other configuration is the same as the configuration shown in the first embodiment.
Therefore, only the portions different from the first embodiment will be described below.

FIG. 16 shows the connection between the planetary gear trains 24 to 26 and the counter gear pairs 31 and 32. Here, similarly to the above, the first shaft 21 and the second shaft 22 are coaxially arranged and schematically shown. Also, only one side of the rotation center axis is shown. The second planetary gear train 25 supports the common ring gear Rc connected to the output-side shaft 35, the common planetary gear Pc meshing with the common ring gear Rc, the common planetary gear Pc, and the second counter gear pair 32.
And a common carrier CAc connectable to the turbine 14 via the first clutch device C1, and a second sun gear S2 meshing with the common planetary gear Pc and connected to the first carrier CA1 via the first counter gear pair 31. Have. Note that the second sun gear S2 can be connected to the turbine 14 via the second clutch device C2.

The third planetary gear train 26 includes the common ring gear Rc, the common planetary gear Pc, and the common carrier C.
Ac and the small planetary gear P supported by the common carrier CAc
s and a third sun gear S3 meshing with the small planetary gear Ps. As is apparent from the above, the first counter gear pair 31 is connected to the output of the first planetary gear train 24 and the second sun gear S.
2 and the second counter gear pair 32 connects the output of the first clutch device C1 and the common carrier CAc.

The first clutch device C1 is the turbine 1
The second clutch device C2 is a device for transmitting or interrupting the power from the turbine 4 to the common carrier CAc, and is a device for transmitting or interrupting the power from the turbine 14 to the second sun gear S2. The third clutch device C3 is a device for transmitting or disconnecting the output of the first planetary gear train 24 to the second sun gear S2.

The first brake device B1 is a device for braking the rotation of the third sun gear S3, and the second brake device B2 is a device for braking the rotation of the common carrier CAc. In the examples shown in FIGS. 15 and 16,
FIG. 17 and FIG. 1 show the fifth forward speed and the second reverse speed.
As shown in FIG. 8, by providing the third brake device B3 for braking the rotation of the second sun gear S2, it is also possible to obtain the sixth forward speed and the second reverse speed. The other configuration is the same as the configuration shown in FIGS.

In these devices, each planetary gear train 2
4, 25, and 26, the ratio of the number of teeth between the sun gear and the ring gear (the number of sun gear teeth / the number of ring gear teeth) ρ1, ρ2, and ρ3 is, as shown in FIG. 19, ρ1 = 0.6 ρ2 = 0.5 ρ3 = 0.3.

Next, the operation will be described with reference to FIGS. 20 and 21. Here, the case of the sixth forward speed will be described. However, the fifth speed is different only in that there is no sixth forward speed, and the other operations are exactly the same. FIG.
0 indicates the control content of the fastening element, the gear ratio, and the difference between the gears at each shift speed, and FIG. 21 shows a speed diagram.
In the velocity diagram of FIG. 21, the vertical axis indicates the rotation speed, and the horizontal axis indicates each position of the power train. The position of the horizontal axis is determined by the reduction ratio between the elements. The predetermined positions M01, M02, M1 to M4 on the horizontal axis are the positions on the power train shown in FIGS. 15 to 18, respectively.

The details of control of the fastening elements and the speed diagram are basically the same as those in the first embodiment. The rotation speed (velocity diagram) of the first shaft 21 is the same as that of the first embodiment, and the description is omitted. <First forward speed> In the first forward speed, the third clutch device C3
And the first brake device B1 is turned on. As a result, the output of the first planetary gear train 24 is input to the second sun gear S2 via the first counter gear pair 31. Further, the rotation of the third sun gear S3 is stopped. Therefore, the output reduced by the first planetary gear train 24 is input to the second planetary gear train 25 via the first pair of counter gears 31 and reduced by the second and third planetary gear trains 25 and 26 to form the common ring. Output from the gear Rc.

Here, when the input rotation speed is “1”, the rotation speed of the second sun gear S 2 on the second shaft 22 is the first rotation speed.
1 / α1 times the output of the planetary gear train 24, ie, “1 /
(1 + ρ1) α1 ”, and the rotation speed of the third sun gear S3 is“ 0 ”. For this reason, the speed diagram of the first forward speed has the characteristic of "1st" shown in FIG. As shown in FIG. 20, the gear ratio in this case is (1 + ρ1) (ρ2 + ρ3) α1 / ｛ρ2 (1-ρ
3)｝, and when α1 = α2 = 1 (first setting), “3.6
6 ”, α1 = 1.1, α2 = 1.2 (second setting)
Is 4.03.

<Second forward speed> In the case of the second forward speed, the second
The clutch device C2 and the first brake device B1 are turned on. Thus, the rotation from the turbine 14 is directly input to the second sun gear S2 via the first counter gear pair 31. Further, the rotation of the third sun gear S3 is stopped. The rotation of the first planetary gear train 24 is not transmitted to the output side by the one-way clutch F. Therefore, the rotation from the turbine is output after being reduced by the first counter gear pair 31 and the second and third planetary gear trains 25 and 26.

Here, when the input rotation speed is “1”, the rotation speed of the second sun gear S2 is “1 / α1” and the rotation speed of the third sun gear S3 is “0” on the second shaft 22 side. is there. Therefore, the speed diagram of the second forward speed has the characteristic of "2nd" shown in FIG. The gear ratio in this case is shown in FIG.
As shown in (2), (ρ2 + ρ3) α1 / {ρ2 (1-ρ3)} is obtained, and the first setting is “2.29” and the second setting is “2.52”.

<Third forward speed> In the case of the third forward speed, the first
The clutch device C1 and the first brake device B1 are turned on. Thus, the rotation from the turbine 14 is input to the common carrier CAc via the second pair of counter gears 32. Further, the rotation of the third sun gear S3 is stopped.
The output of the first planetary gear train 24 is not transmitted to the second planetary gear train 25 due to the action of the one-way clutch F. Therefore, the rotation from the turbine 14 is output after being reduced by the second pair of counter gears 32 and the third planetary gear train 26.

Here, when the input rotation speed is “1”, the rotation speed of the common carrier CAc is “1 / α2” on the second shaft 22 side, and the rotation speed of the third sun gear S3 is “0”. Become. Therefore, the speed diagram of the third forward speed is shown in FIG.
The characteristic is “3rd” indicated by 1. The gear ratio in this case is α2 / (1−ρ3), as shown in FIG. 20, and is “1.43” in the first setting and “1.72” in the second setting.

<Fourth forward speed> In the case of the fourth forward speed, the first
And turn on the second clutch devices C1 and C2. Thus, the rotation from the turbine 14 is input to the two components of the second planetary gear train 25 via the first and second counter gear pairs 31 and 32, and is output from the common ring gear Rc. Therefore, the first and second counter gear pairs 31, 3
2 are the same, the third planetary gear trains 25 and 26
, The input rotation is output as it is. If different, the pair of counter gears 31, 32
And the speed is reduced by the second planetary gear train 25 and output.

Here, when the input rotation speed is “1”, on the second shaft 22 side, the rotation speed of the second sun gear S2 is “1 / α1”, and the rotation speed of the common carrier CAc is “1 / α2”. ". Therefore, the speed diagram of the fourth forward speed has the characteristic of “4th” shown in FIG. The gear ratio in this case is α1α2 / {(1 + ρ2) α1−ρ2α2} as shown in FIG. 20, and is “1” in the first setting and “1.26” in the second setting. .

<Fifth forward speed> In the case of the fifth forward speed, the first
And the third clutch devices C1 and C3 are turned on. As a result, the rotation from the turbine 14 is controlled by the second counter gear pair 32.
Through the common carrier CAc. Also, the first
The output of the planetary gear train 24 is input to the second sun gear S2 via the first counter gear pair 31. Then, the speed is reduced by the second planetary gear train 25 and output.

Here, when the input rotation speed is “1”, the rotation speed of the second sun gear S2 is “1 / (1 + ρ1) α1” on the second shaft 22 side, and the common carrier CAc
Is 1 / α2. Therefore, the speed diagram of the fifth forward speed has the characteristic of "5th" shown in FIG. As shown in FIG. 20, the gear ratio in this case is (1 + ρ1) α1α2 / ｛(1 + ρ1) (1 + ρ2) α
1−ρ2α2｝, which is “0.84” for the first setting and “1.04” for the second setting.

<Sixth forward speed> In the case of the sixth forward speed, the first
The clutch device C1 and the third brake device B3 are turned on. Thereby, the rotation from the turbine 14 is input to the common carrier CAc via the second counter gear pair 32. Also, the output of the first planetary gear train 24 is not transmitted to the second planetary gear train 25, and the rotation of the second sun gear S2 is stopped. Therefore, the rotation from the turbine 14 is reduced and output by the second pair of counter gears 32 and the second planetary gear train 25.

Here, when the input rotation speed is “1”, on the second shaft 22 side, the rotation speed of the second sun gear S2 is “0”, and the rotation speed of the common carrier CAc is “1 / α2”. . Therefore, the speed diagram of the sixth forward speed has the characteristic of “6th” shown in FIG. The gear ratio in this case is shown in FIG.
As shown in the above, α2 / (1 + ρ2), which is “0.67” in the case of the first setting, and “0.8” in the case of the second setting.

<First Reverse Speed> In the case of the first reverse speed, the third
The clutch device C3 and the second brake device B2 are turned on. As a result, the output of the first planetary gear train 24 is input to the second sun gear S2 via the first counter gear pair 31. Further, the rotation of the common carrier CAc is stopped. Accordingly, the rotation from the turbine 14 is reduced by the first pair of counter gears 31 and the first planetary gear train 24, and is reversed and output by the second planetary gear train 25.

Here, assuming that the input rotation speed is "1", the rotation speed of the second sun gear S2 is "1 / (1 + ρ1) α1" on the second shaft 22 side, and the common carrier CAc
Becomes “0”. Therefore, the speed diagram of the first reverse speed has the characteristic of "Rev1" shown in FIG. The gear ratio in this case is (1 + ρ1) α1 / ρ2, as shown in FIG. 20, which is “3.2” in the first setting and “3.52” in the second setting.

<Second reverse speed> In the case of the second reverse speed, the second
The clutch device C2 and the second brake device B2 are turned on. Thus, the rotation of the turbine 14 is input to the second sun gear S2 via the first counter gear pair 31. Further, the rotation of the common carrier CAc is stopped. The output of the first planetary gear train 24 is a one-way clutch F
Therefore, it is not transmitted to the second planetary gear train 25 side. Therefore, the rotation from the turbine 14 is reduced by the first pair of counter gears 31 and is reversed and output by the second planetary gear train 25.

Here, when the input rotation speed is “1”, on the second shaft 22 side, the rotation speed of the second sun gear S2 is “1 / α1”, and the rotation speed of the common carrier CAc is “0”. Become. Therefore, the speed diagram of the second reverse speed is shown in FIG.
The characteristic of “Rev2” indicated by 1 is obtained. The gear ratio in this case is α1 / ρ2, as shown in FIG. 20, which is “2” in the first setting and “2.2” in the second setting.

In the automatic transmission according to such an embodiment,
The same effect as described above can be obtained. Fourth Embodiment FIG. 22 shows a fourth embodiment. In the fourth embodiment, a fourth brake device B4 is provided instead of the third clutch device C3 in the first to third embodiments. That is, the first carrier CA1 is directly connected to the second planetary gear train 25 side. Further, the first carrier CA1 is connected to the turbine 1 via the second clutch device C2.
4 can be connected. The rotation of the first sun gear S1 is braked by the fourth brake device B4.

In this case, the control content of the fastening element is the same as the control content in the first to third embodiments, except that the third clutch device C3 is replaced with the fourth brake device B4. Further, the velocity diagram differs from the velocity diagrams in the above embodiments in the portion relating to the first shaft 21, and this is shown in FIG. The velocity diagram on the second shaft 22 side is basically the same as the above embodiment.

[Fifth Embodiment] FIG. 24 shows a fifth embodiment. The fifth embodiment differs from the first to third embodiments in the configuration of the first planetary gear train 24 and the configuration related thereto, and further includes a fourth brake device B4 instead of the third clutch device C3. Things. The configurations of the first to third embodiments can be applied to other configurations of the second and third planetary gear trains 25 and 26 and the like.

The first planetary gear train 24 includes a first ring gear R1, a first planetary gear P1 that meshes with the first ring gear R1, and a first carrier CA that supports the first planetary gear P1.
1 and the first planetary gear P1 and the turbine 1
4 connected to the first sun gear S1. A fourth brake device B4 is provided for braking the rotation of the first ring gear R1. Further, the first carrier CA1 is connected to the second planetary gear train 25 side and can be connected to the turbine 14 via the second clutch device C2.

In this case, the control content of the fastening element is the same as the control content in the first to third embodiments, except that the third clutch device C3 is replaced by the fourth brake device B4. Further, the velocity diagram differs from the velocity diagrams in the above embodiments in the portion relating to the first shaft 21, and this is shown in FIG. The velocity diagram on the second shaft 22 side is basically the same as the above embodiment.

[Sixth Embodiment] FIG. 26 shows a sixth embodiment. The sixth embodiment differs from the first to third embodiments in the configuration of the first planetary gear train 24 and the configuration related thereto, and further includes a fourth brake device B4 instead of the third clutch device C3. Things. The configurations of the first to third embodiments can be applied to other configurations of the second and third planetary gear trains 25 and 26 and the like.

The first planetary gear train 24 includes a first ring gear R1, a first planetary gear P1 including a first pinion gear P11 and a second pinion gear P12 meshing with the first ring gear R1, and first and second gears. 2 pinion gears P11, P1
2 and a first sun gear S1 that meshes with the second pinion gear P12 and is connected to the turbine 14. Further, a fourth brake device B4 is provided for braking the rotation of the first carrier CA1. Further, the first ring gear R1 is connected to the second planetary gear train 25 side and can be connected to the turbine 14 via the second clutch device C2.

In this case, the control content of the fastening element is the same as the control content in the first to third embodiments, except that the third clutch device C3 is replaced by the fourth brake device B4. The velocity diagram differs from the velocity diagrams in the above embodiments in the portion relating to the first shaft 21 and is shown in FIG. The velocity diagram on the second shaft 22 side is basically the same as the above embodiment.

[0108]

As described above, according to the present invention, the device can be constituted by a small number of fastening elements, and a desired gear ratio can be easily obtained by appropriately setting the gear ratio of the counter gear pair. Therefore, for example, it is possible to cross the gear ratios of the gears on the high-speed side, and to adjust the non-uniformity of the ratios of the gears.

[Brief description of the drawings]

FIG. 1 is an overall schematic configuration diagram of an automatic transmission according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram showing a connection relationship of first to third planetary gear trains according to the first embodiment.

FIG. 3 is an overall schematic configuration diagram of a modification of the first embodiment.

FIG. 4 is a schematic diagram showing a connection relationship of first to third planetary gear trains according to a modified example of the first embodiment.

FIG. 5 is a diagram showing the ratio of the number of teeth of each planetary gear train.

FIG. 6 is a diagram showing control contents of a fastening element and a gear ratio at each gear position according to the first embodiment.

FIG. 7 is a velocity diagram of the first embodiment.

FIG. 8 is an overall schematic configuration diagram of an automatic transmission according to a second embodiment of the present invention.

FIG. 9 is a schematic diagram illustrating a connection relationship between first to third planetary gear trains according to the second embodiment.

FIG. 10 is an overall schematic configuration diagram of a modification of the second embodiment.

FIG. 11 is a schematic diagram showing a connection relationship between first to third planetary gear trains according to a modification of the second embodiment.

FIG. 12 is a diagram showing the ratio of the number of teeth of each planetary gear train.

FIG. 13 is a diagram showing control contents of a fastening element and a gear ratio at each gear position according to the second embodiment.

FIG. 14 is a velocity diagram of the second embodiment.

FIG. 15 is an overall schematic configuration diagram of an automatic transmission according to a third embodiment of the present invention.

FIG. 16 is a schematic diagram showing a connection relationship of first to third planetary gear trains according to the third embodiment.

FIG. 17 is an overall schematic configuration diagram of a modification of the third embodiment.

FIG. 18 is a schematic diagram showing a connection relationship between first to third planetary gear trains according to a modification of the third embodiment.

FIG. 19 is a diagram showing the ratio of the number of teeth of each planetary gear train.

FIG. 20 is a diagram showing control contents of a fastening element and a gear ratio at each shift speed according to the third embodiment.

FIG. 21 is a velocity diagram of the third embodiment.

FIG. 22 is a schematic diagram showing a configuration of a first planetary gear train of a fourth embodiment.

FIG. 23 is a velocity diagram of a first planetary gear train of the fourth embodiment.

FIG. 24 is a schematic diagram showing a configuration of a first planetary gear train of the fifth embodiment.

FIG. 25 is a velocity diagram of a first planetary gear train of the fifth embodiment.

FIG. 26 is a schematic diagram showing a configuration of a first planetary gear train of a sixth embodiment.

FIG. 27 is a velocity diagram of a first planetary gear train of the sixth embodiment.

[Explanation of symbols]

 Reference Signs List 2 Torque converter 3 Transmission 10 Torque converter body 21 First shaft 22 Second shaft 24 First planetary gear train 25 Second planetary gear train 26 Third planetary gear train 31 First counter gear pair 32 Second counter gear pair S1 First 1 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 Rc Common ring gear Pc Common planetary gear CAc Common carrier 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 (10)

[Claims] 1. An automatic transmission for transmitting power from an engine side to an output shaft, comprising: a first planetary gear train disposed on a first shaft to which power is input from the engine side; A second shaft arranged on a second shaft provided in parallel
A planetary gear train, a third planetary gear train disposed on the second shaft, connected to the second planetary gear train, and having an output unit connected to the output shaft; and a first shaft and a second shaft. A plurality of fastening elements arranged on at least the first shaft for controlling a power transmission path; and two components of the first planetary gear train and two components of the second planetary gear train, respectively. An automatic transmission including: a first and a second counter gear pair to be connected. 2. The first planetary gear train includes a first component connected to the input shaft, a second component capable of braking rotation, and a third component connected to the second planetary gear train. The second planetary gear train, a first component to which power is input from the first planetary gear train, a second component connectable to the first shaft, and the third planetary gear train. A third component connected to a gear train, wherein the third planetary gear train includes a component connected to a third component of the second planetary gear train, and a third component of the second planetary gear train. And a component connected to the output shaft, wherein the plurality of fastening elements are formed by the first shaft and a second component of the second planetary gear train. A first clutch device for transmitting and disconnecting power between the first shaft and a first component of a second planetary gear train; A third clutch device or a fourth brake device for selecting whether or not to input the speed change output of the first planetary gear train to the second planetary gear train; and A first brake device for braking the rotation of one component of the third planetary gear train, and a second brake device for braking the rotation of the second component of the second planetary gear train; The first counter gear pair is a third counter gear of the first planetary gear train.
The second counter gear pair connects the first clutch device and the second component of the second planetary gear train, and connects the component to a first component of the second planetary gear train. The automatic transmission according to claim 1, wherein 3. The automatic transmission according to claim 1, further comprising a third brake device for braking the rotation of the first component of the second planetary gear train. 4. The first planetary gear device includes: a first ring gear connected to the first shaft; a first planetary gear meshing with the first ring gear; and supporting the first planetary gear. 4. The vehicle according to claim 1, further comprising: a first carrier that outputs power to a second planetary gear train side; and a first sun gear that meshes with the first planetary gear and can brake the rotation thereof. 5. Automatic transmission. 5. The first planetary gear train includes: a first ring gear capable of braking rotation; a first planetary gear meshing with the first ring gear; and supporting the first planetary gear and the second planetary gear. 4. The device according to claim 1, further comprising: a first carrier that outputs power to a gear train side; and a first sun gear that meshes with the first planetary gear and is connected to the first shaft. 5. Automatic transmission. 6. The first planetary gear train includes a first ring gear that outputs power to the second planetary gear train side, and two pinion gears that mesh with each other, one of which meshes with the first ring gear. A first planetary gear, a first carrier that supports the first planetary gear and is capable of braking rotation, and a first sun gear that meshes with the other pinion gear of the first planetary gear and is connected to the first shaft. The automatic transmission according to any one of claims 1 to 3, comprising: 7. The second planetary gear train includes a second ring gear, a second planetary gear that meshes with the second ring gear, and supports the second planetary gear and is connected to the second counter gear pair. And a second sun gear engaged with the second planetary gear and connected to the first counter gear pair. The third planetary gear train includes a third sun gear connected to the second carrier. A third gear that meshes with the third ring gear, a third carrier that supports the third planetary gear, is connected to the second ring gear, and is connected to the output shaft; A third sun gear that meshes with a third planetary gear, wherein the first brake device brakes the rotation of the third sun gear, and the second brake device includes the second carrier and a third ring gear. Is intended to brake the rotation, automatic transmission according to any one of claims 1 to 6. 8. The second planetary gear train supports a second ring gear connected to the first counter gear pair, a second planetary gear meshing with the second ring gear, and the second planetary gear. And a second carrier connected to the second counter gear pair, and a second sun gear meshing with the second planetary gear, wherein the third planetary gear train includes a third ring connected to the second carrier. A third planetary gear that meshes with the third ring gear; a third carrier that supports the third planetary gear and is connected to the output shaft; and a third planetary gear that meshes with the third planetary gear and that meshes with the second sun gear. A third sun gear connected to the first and second sun gears, wherein the first brake device brakes rotation of the second and third sun gears, and the second brake device includes the second carrier and the third ring gear. Is intended to brake the rotation, the automatic transmission according to any one of claims 1 to 6. 9. The second planetary gear train includes: a common ring gear connected to the output shaft; a common planetary gear meshing with the common ring gear; and a support for the common planetary gear and a second counter pair. A coupled common carrier, and a second sun gear meshed with the common planetary gear and coupled to the first counter gear pair, wherein the third planetary gear train comprises: the common ring gear and the common planetary gear; A small planetary gear meshed with the common planetary gear and supported by the common carrier; and a third sun gear meshed with the small planetary gear. The first brake device brakes rotation of the third sun gear. The automatic transmission according to any one of claims 1 to 6, wherein the second brake device brakes rotation of the common carrier. 10. A fluid coupling unit provided on an input side of the first planetary gear train and having an impeller, a turbine, and a stator, wherein power from the turbine of the fluid coupling unit is supplied to the first planetary gear train. The automatic transmission according to any one of claims 1 to 9, wherein the automatic transmission is input to one of the one ring gear and the first sun gear.