JP2679121B2 - Planetary gear type transmission for vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a planetary gear type transmission provided between a prime mover and drive wheels in a vehicle such as an automobile or a railway vehicle.

2. Description of the Related Art Conventional vehicles and their problems In a vehicle, a planetary gear type transmission suitable for automatically selecting a plurality of predetermined gears is often used. In such a planetary gear type transmission, it is desired that the transmission be simple and small, have a large transmission ratio width, and be easily controlled for transmission.

On the other hand, for example, a planetary gear type transmission for a vehicle as described in JP-B-51-39306, JP-B-50-32913, and JP-B-51-3012 is provided. According to this, since three sets of single pinion type planetary gear devices are arranged in a row, the structure is relatively simple and the outer shape is small.

However, according to the vehicular planetary gear type transmission described in JP-B-51-39306, a gear stage up to six forward speeds can be obtained, so that there is a feature that a sufficient speed ratio width can be obtained. Since seven frictional engagement elements and one one-way clutch are used for shifting control, there is a disadvantage that the number of hydraulic actuators increases and shift control becomes complicated.

Further, according to the planetary gear type transmission for a vehicle described in Japanese Patent Publication No. 50-32913, a fifth forward gear can be obtained, and the number of friction engagement devices for switching the gear is reduced to six. I do. However, in such a type of planetary gear transmission for a vehicle, when the gear stage is switched from the second speed to the third speed, the power input path up to that point is disconnected and the next power input path is connected. Since so-called input switching is performed, there is a disadvantage that control is delicate. That is, if a power transmission blank period occurs between disconnecting the previous power input path and connecting the next power input path, the engine blows up, and conversely, one is released when the input is switched. When the two frictional engagement devices, which are engaged with each other, are simultaneously engaged, a transmission lock and a shock resulting therefrom are generated. Therefore, a delicate switching control that does not cause engine blow-up and transmission lock is performed. This is required, and it is difficult to perform smooth switching control stably.

Further, according to the planetary gear type transmission for a vehicle described in Japanese Patent Publication No. 51-3012, similarly to the above-mentioned planetary gear type transmission, a fifth forward gear can be obtained and a friction engagement device is provided. Becomes six. However, at the time of switching from the first speed to the second speed, similarly to the above-described planetary gear type transmission,
There is a drawback in that so-called input switching is performed, and there is a drawback that the shift control is further complicated because four friction engagement devices must be controlled.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a transmission in which three sets of single pinion type planetary gears are arranged.
It is an object of the present invention to provide a planetary gear type transmission for a vehicle which can provide five or more forward gears and a wide gear ratio range and can easily perform gear change control.

Means for Solving the Problems In order to achieve the above object, the gist of the present invention is to provide a single sun gear, a first carrier rotatably supporting a first planetary gear, and a single gear including a first ring gear. A single pinion type second planetary gear device including a pinion type first planetary gear device, a second sun gear, a second carrier rotatably supporting the second planetary gear, and a second ring gear; a third sun gear; A third carrier that rotatably supports the third planetary gear and a single-pinion type third planetary gear device having a third ring gear are sequentially provided on the same axis, and the rotation of the input member is stepwise shifted to output. A planetary gear type transmission for a vehicle of the type transmitting to a member, wherein (a) the first
A carrier and a second carrier are connected to each other, the first sun gear and the second sun gear are connected to each other, the first ring gear and the third ring gear are connected to each other, the second ring gear, the third carrier and the output member. And (b) a first engagement device that selectively connects the third sun gear to the input member, and a second engagement device that selectively connects the first carrier and the second carrier to the input member. An engagement device, a third engagement device that selectively connects the first sun gear and the second sun gear to the input member, and a fourth engagement device that selectively connects the first ring gear and the third ring gear to the position fixing member. A coupling device and a fifth engagement device for selectively connecting the first carrier and the second carrier to a position fixing member,
A sixth engagement device that selectively connects the first sun gear and the second sun gear to the position fixing member is provided, and (a) the input member and the third sun gear are provided by the first engagement device and the fourth engagement device. And the first ring gear and the third
Since the ring gear and the position fixing member are connected at the same time, the first gear having the largest gear ratio can be obtained,
(B) With the first engagement device and the fifth engagement device,
Since the input member and the third sun gear and the first carrier and the second carrier and the position fixing member are simultaneously connected, the second speed gear stage having a gear ratio smaller than that of the first speed gear stage. And (c) the first engagement device and the sixth
The engagement device simultaneously connects the input member and the third sun gear, and the first sun gear and the second sun gear to the position fixing member, so that a gear ratio smaller than that of the second speed gear is achieved. Third gear is obtained, (d) first
The input member and the third member are provided by the engagement device and the second engagement device.
By connecting the sun gear and the input member to the first carrier and the second carrier at the same time,
A fourth speed gear having a gear ratio smaller than that of the third speed is obtained, and (e) the second engagement device and the sixth engagement device
Since the input member and the first carrier and the second carrier, and the first sun gear and the second sun gear and the position fixing member are simultaneously connected, a first gear having a gear ratio smaller than that of the fourth speed gear can be obtained. The gear ratio ρ ₁ of the first planetary gear device, the gear ratio ρ _{2 of} the second planetary gear device, and the gear ratio ρ ₃ of the third planetary gear device are determined so that the fifth gear can be obtained. is there.

With this configuration, the first and fourth engagement devices simultaneously connect the input member and the third sun gear, and the first ring gear and the third ring gear to the position fixing member, respectively. , The first gear having the largest gear ratio is obtained. By the first and fifth engagement devices,
When the input member and the third sun gear, and the first carrier and the second carrier and the position fixing member are simultaneously connected, the second speed gear having a gear ratio smaller than that of the first speed is established. can get. When the input member and the third sun gear, and the first sun gear and the second sun gear and the position fixing member are simultaneously connected by the first and sixth engagement devices, the second speed gear position is lower than the second speed gear stage. A third speed is obtained with a small gear ratio. When the input member and the third sun gear and the input member and the first carrier and the second carrier are simultaneously connected by the first and second engagement devices, the input member and the third sun gear are smaller than the third gear. 4th of gear ratio (= 1.0)
A high gear is obtained. When the input member and the first carrier and the second carrier and the first sun gear and the second sun gear and the position fixing member are simultaneously connected by the second and sixth engagement devices, the fourth speed is established. The fifth speed is achieved with a lower speed ratio than the gear.

Further, the input member and the first sun gear and the second sun gear, and the first carrier and the second carrier and the position fixing member are simultaneously connected by the third engagement device and the fifth engagement device. And a reverse gear. And, if necessary, by means of the third engagement device and the fourth engagement device, between the input member and the first sun gear and the second sun gear, and between the first ring gear and the third ring gear and the position fixing member. When they are connected at the same time, a second reverse gear having a larger gear ratio than the reverse gear is obtained.

[Effects of the Invention] Therefore, according to the present invention, since a shift gear having five or more forward gears and a wide gear ratio range can be obtained by the selective operation of the engagement device, it is possible to achieve both high-speed running and start / hill climbing performance. You can Further, when the gears are switched, so-called input switching is not required, and the gear can be shifted only by controlling the actuator for switching the operation state of the two engagement devices. It becomes.

The above-mentioned engagement device selectively couples the provided elements, that is, disengages the elements as appropriate, and uses a multi-plate type or band type clutch or brake, a one-way clutch, or a combination thereof. It can be configured appropriately. In addition, not only each engagement device is independently configured, but also a plurality of engagement devices may be configured by a single product having a plurality of functions.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a skeleton view showing the configuration of the planetary gear type transmission 10 for a vehicle. In the figure, a transmission 10 includes an input shaft 14, a first planetary gear set 16, which is sequentially arranged on a common axis in a transmission case 12 mounted on a vehicle body,
It is provided with a second planetary gear device 18, a third planetary gear device 20, and an output gear 22. The input shaft 14 is a torque converter 24
Is connected to the vehicle engine 26 via the output gear 22
It is connected to the drive wheels of the vehicle via a differential gear device (not shown). In the present embodiment, the vehicle planetary gear type transmission 10 corresponds to the vehicle planetary gear type transmission, and the input shaft
14 and the output gear 22 correspond to the input member and the output member, respectively. Further, the transmission case 12 corresponds to a position fixing member. Since the transmission 10 and the torque converter 24 are configured to be line-symmetric with respect to the axis, the lower side of the axis is omitted in the skeleton diagram of FIG.

The first planetary gear set 16, the second planetary gear set 18, and the third planetary gear set 20 each constitute a well-known single pinion type planetary gear set. The first planetary gear device 16 includes a first sun gear 16s, a first planetary gear 16p, a first carrier 16c, and a first ring gear 16r.
First planetary gear 1 rotatably supported by carrier 16c
6p is located between and meshes with the first sun gear 16s and the first ring gear 16r. The second planetary gear device so-called 18 includes a second sun gear 18s, a second planetary gear 18p, a second carrier 18c, and a second ring gear 18r.
Second planetary gear 1 rotatably supported by the carrier 18c
8p is located between the second sun gear 18s and the second ring gear 18r and meshed therewith. The third planetary gear device 20 includes a third sun gear 20s, a third planetary gear 20p, a third carrier 20c, and a third ring gear 20r.
Third planetary gear 2 rotatably supported by the carrier 20c
0p is located between the third sun gear 20s and the third ring gear 20r and meshes with them.

In the transmission 10, the first sun gear 16s and the second sun gear 18s are integrally connected, and the first carrier 16c
And the second carrier 18c are integrally connected, the first ring gear 16r and the third ring gear 20r are integrally connected, and the second ring gear 18r, the third carrier 20c and the output shaft 22 are integrally connected. ing.

The first clutch K1 that selectively connects the third sun gear 20s to the input shaft 14 and the second clutch K1 that selectively connects the first carrier 16c and the second carrier 18c to the input shaft 14.
2 and the first sun gear 16s and the second sun gear 18s are connected to the input shaft 1
4, a third clutch K3 that is selectively connected to the first clutch B3, a first brake B1 that selectively connects the first ring gear 16r and the third ring gear 20r to the transmission case 12, and a first carrier 16c and a second carrier 18c. A second brake B2 that selectively connects to 12 and a third brake B3 that selectively connects the first sun gear 16s and the second sun gear 18s to the transmission case 12 are provided.

The first clutch K1, the second clutch K2, the third clutch
K3, first brake B1, second brake B2, third brake B3
Is operated by a hydraulic actuator of the type often used in conventional automatic transmissions for vehicles, and is constituted by a multi-plate clutch, one band brake or two band brakes having opposite winding directions. Is done. In addition, between the first brake B1, the first ring gear 16r and the third ring gear 20r, the second brake B2 and the first carrier 16c.
And between the second carrier 18c or the third brake B3
Between the first sun gear 16s and the second sun gear 18s,
A connecting member may be provided as needed. Similarly, between the first clutch K1 and the third sun gear 20s, the second clutch K
2 and the second carrier 18c, between the third clutch K3 and the first sun gear 16s, between the elements constituting each planetary gear device 16, 18, 20 and between the third carrier 20c and the output shaft 22. In the meantime, a connecting member may be interposed if necessary. In this embodiment, the first clutch K1, the second clutch K2, the third clutch K3, the first brake B1, the second brake B2, and the third brake B3 are a first engagement device, a second engagement device, They correspond to the third engagement device, the fourth engagement device, the fifth engagement device, and the sixth engagement device, respectively.

In the transmission 10 configured as described above, the first clutch K1, the second clutch K2, the third clutch K3, the first brake, for example, as shown in the operating state by the circle mark in FIG. By simultaneously operating two of B1, the second brake B2, and the third brake B3 by a hydraulic actuator, a desired gear stage is established, and by switching one of the two to the other. , 5 forward gears and 2 reverse gears may be sequentially performed. In FIG. 2, the gear ratio ρ of the first planetary gear set 16 is shown.
₁ is 0.265, the gear ratio ρ _{2 of} the second planetary gear unit 18 is 0.471,
The gear ratio (rotational speed of the input shaft 14 / rotational speed of the output gear 22) of each speed change gear stage is shown when the gear ratio ρ _{3 of} the third planetary gear device 20 is 0.420. The first sun gear
The number of teeth of 16s is Z _1s , the number of teeth of the first ring gear 16r is Z _1r , the second
The number of teeth of the sun gear 18s is Z _2s , the number of teeth of the second ring gear 18r is Z
_2r , the number of teeth of the third sun gear 20s is Z _3s , the third ring gear 20r
If the number of teeth and Z _3r, the gear ratio [rho ₁ is Z _1s / Z _1r, the gear ratio ρ ₂ Z _2s / Z _2r, the gear ratio [rho ₃ is Z _3s Z _3r.

 The operation of each gear will be described below.

First, in the case of the first gear, the first clutch K1 and the first brake B1 are actuated, so that the input shaft
14 and the third sun gear 20s, and the first ring gear 16r
And third ring gear 20r and transmission case 1
The two are connected. As a result, from the input shaft 14 to the third
The power input to the sun gear 20s is exclusively the third planetary gear 2
It is transmitted to the third carrier 20c and the output shaft 22 via 0p. At this time, since the third ring gear 20r is in a non-rotating state, the output shaft 22 is rotated at a reduced speed in the same forward rotation direction with respect to the input shaft 14 at the speed ratio (1 + ρ ₃ ) / ρ ₃ .

In the case of the second gear, the first clutch K1 and the second clutch
By actuating the brake B2, the input shaft 14 and the third sun gear 20s are connected, and the first carrier 16c and the second carrier 18c are connected to the transmission case 12. As a result, from the input shaft 14 to the third sun gear
The power input to 20s is transmitted to the third via the third planetary gear 20p.
It is transmitted to the carrier 20c and part of it is transmitted to the output shaft 22. The other part is the second sun gear 18s and the first sun gear 16s from the second ring gear 18r via the second planetary gear 18p.
Is further transmitted to the first ring gear 16r and the third ring gear 20r via the first planetary gear 16p, and is transmitted again to the third carrier 20c via the third planetary gear 20p.
At this time, since the first carrier 16c and the second carrier 18c are in the non-rotating state, the first ring gear 16r,
The third ring gear 20r and the third carrier 20c are input shafts.
Since it is rotated in the same direction as 14, the output shaft 22 is the input shaft.
Gear ratio in the same positive rotation direction relative to 14 {ρ ₂ (1 + ρ ₃ )
The rotation is decelerated at −ρ ₁ } / ρ ₂ ρ ₃ .

In the case of the third gear, the first clutch K1 and the third clutch
By actuating the brake B3, the input shaft 14 and the third sun gear 20s, and the first sun gear 16s and the second sun gear 18s and the transmission case 12 are connected. As a result, from the input shaft 14 to the third sun gear 20
The power input to s is partially transmitted to the output shaft 22 from the third carrier 20c via the third planetary gear 20p. The other part is transmitted from the second ring gear 18r to the second carrier 18c and the first carrier 16c via the second planetary gear 18p,
From the first carrier 16c through the first planetary gear 16p, the first
It is transmitted to the ring gear 16r and the third ring gear 20r, and is further transmitted from the third ring gear 20r to the third carrier 20c via the third planetary gear 20p. At this time, since the first sun gear 16s and the second sun gear 18s are not rotating, the first ring gear 16r, the third ring gear 20r and the second ring gear 18r, and the third carrier 20c rotate in the same direction as the third sun gear 20s. Therefore, the output shaft 22 moves in the same positive rotation direction as the input shaft 14 in the same gear ratio {ρ ₃ (1 + ρ ₂ ) + ρ ₂
The rotation is decelerated at −ρ ₁ } / ρ ₃ (1 + ρ ₂ ).

In the case of the fourth gear, the first clutch K1 and the second clutch
By operating the clutch K2, the input shaft 14 and the third sun gear 20s, and the input shaft 14 and the first carrier 16c and the second carrier 18c are connected. As a result, the relative rotation of each element of the planetary gear units 16, 18, 20 is blocked, and the components are rotated integrally as a whole, so that the output shaft 22 has the speed ratio 1 in the same forward rotation direction with respect to the input shaft 14. Can be rotated.

In the case of the fifth gear, the second clutch K2 and the third clutch
When the brake B3 is actuated, the input shaft 14 and the first carrier 16c and the second carrier 18c, and
The first sun gear 16s and the second sun gear 18s are connected to the transmission case 12. As a result, the power input from the input shaft 14 is exclusively transmitted from the second carrier 18c via the second planetary gear 18p to the second ring gear 18r and the output shaft.
Reached to 22. At this time, since the first sun gear 16s and the second sun gear 18s are in the non-rotating state, the second ring gear 18r, the third carrier 20c, and the output shaft 22 are the input shafts.
Since the output shaft 22 is rotated in the same direction as 14, the output shaft 22
With respect to 14, the speed is increased in the same forward rotation direction at a gear ratio 1 / (1 + ρ ₂ ).

In the case of the reverse gear, the third clutch K3 and the second brake B2 are operated, so that the input shaft 14 and the first
The sun gear 16s and the second sun gear 18s are connected to each other, and the first carrier 16c and the second carrier 18c are connected to the transmission case 12. This allows the input shaft
The power input from the motor 14 is exclusively transmitted from the second sun gear 18s via the second planetary gear 18p to the second ring gear 18r and the output shaft 22.
Is transmitted to At this time, since the first carrier 16c and the second carrier 18c are in the non-rotating state, the second ring gear 18r, the third carrier 20c, and the output shaft 22 are rotated in the direction opposite to the input shaft 14, so that the output The shaft 22 is rotated in the reverse rotation direction with respect to the input shaft 14 and is rotated at a reduced speed with a gear ratio of -1 / ρ ₂ .

Further, in the present embodiment, a second reverse gear that reverses the vehicle at a larger gear ratio can be established. That is, the third clutch K3 and the first brake B1 are actuated to operate between the input shaft 14 and the first sun gear 16s and the second sun gear 18s, and between the first ring gear 16r and the third ring gear 20r and the transmission case 12.
Are connected. As a result, the power input from the input shaft 14 is partially transmitted from the second sun gear 18s through the second planetary gear 18p to the second ring gear 18r and the output shaft 22, while the other part is It is transmitted from the second sun gear 18s to the second carrier 18c and the first carrier 16c, and again from the first sun gear 16s to the second sun gear 18 via the first planetary gear 16p.
returned to s. At this time, the first ring gear 16r and the third ring gear 16r
Since the ring gear 20r is in the non-rotating state, the first carrier 16c and the second carrier 18c rotate in the same direction as the input shaft 14, and the second ring gear 18r, the third carrier 20c, and the output shaft 22 are connected to the input shaft 14. It can be rotated in the opposite direction. Therefore, the output shaft 22 is rotated in the reverse rotation direction with respect to the input shaft 14, and the reduction ratio-(1 + ρ ₁ ) / (ρ ₂ −ρ
_{It is} decelerated and rotated in ₁ ).

As described above, according to the transmission 10 of the present embodiment, since three sets of single pinion type planetary gear units 16, 18, and 20 are arranged on a common axis, the structure is comparatively relatively small. In addition to being simplified and having a small external shape, there are the following advantages.

That is, the selective operation of a total of six engagement devices consisting of the three clutches K1, K2, K3 and the three brakes B1, B2, B3 makes it possible to obtain a shift gear position of five or more forward gears and a wide gear ratio range. Therefore, it is possible to achieve both high speed running and start / hill climbing performance. Further, when the gears are switched, so-called input switching is not required, and the gear can be shifted only by controlling the actuator for switching the operation state of the two engagement devices. It becomes.

Further, according to the transmission 10 of the present embodiment, the gear ratios of the first to fourth gear stages are desired as the gear ratios of the respective gear stages of the vehicle step-variable transmission based on the characteristics of the engine. There is an advantage that the value can be set to a value close to the geometric series, for example, a value of about 90 to 95% of the geometric series.

Further, according to the transmission 10 of the present embodiment, the output shaft 22 is located at one end of the transmission on the non-engine side,
Since it has a structure capable of directly connecting the propeller shaft, it is preferably used in FR vehicles, but it can also be used in FF vehicles by replacing the output shaft 22 with an output gear.

Further, according to the transmission 10 of the present embodiment, the third sun gear 20
Since there is no need for a shaft passing through the axis of s, there is an advantage that the diameter is reduced.

Further, according to the transmission 10 of the present embodiment, the first sun gear 16
s and the second sun gear 18s are integrally connected to each other, so that the first sun gear 16s and the second sun gear 18s
Can be constituted by a long pinion having a long tooth width formed on a common member.In such a case, the number of man-hours for manufacturing parts, the number of parts, and the number of assembling steps are reduced, and the dimension in the axial direction is reduced. There is the advantage of being smaller.

According to the transmission 10 of the present embodiment, three clutches
A total of six engaging devices consisting of K1, K2, K3 and three brakes B1, B2, B3 are arranged centrally at the engine end of the transmission, so that the non-engine end of the transmission has a diameter dimension. However, there is an advantage that the hydraulic circuit is shortened and the piping loss and the space occupied by the hydraulic circuit are reduced.

Further, according to the transmission 10 of the present embodiment, each planetary gear device
Since the gear ratios ρ ₁ , ρ ₂ , ρ _{3 of} 16, 18, and 20 are appropriate values,
The outer diameter can be reduced more efficiently.

Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

In the vehicle planetary gear type transmission 30 shown in FIG.
An output gear 23 is provided instead of the output shaft 22, and the input shaft
14 penetrates through the shaft centers of the first sun gear 16s, the second sun gear 18s, and the third sun gear 20s, and the engine 26 and the torque converter 24 are arranged on the output gear 23 side. The transmission 30 is arranged in the transaxle of a laterally mounted FF vehicle, but in this case, in order to evenly distribute the driving force output from the transmission 30 to the left and right drive wheels, the transmission 30 is arranged in the transaxle. The arranged differential gear device 28 is arranged on the center side of the vehicle, that is, on the output gear 23 side with respect to the transmission 30 in relation to the space in the engine room. Therefore, in this embodiment, the differential gear device 28 and the output gear are
Since 23 and 23 can be located close to each other, there is an advantage that a counter shaft that is provided in parallel with the shaft exclusively of the transmission 20 for transmitting power from the output gear 23 to the differential gear device 28 is unnecessary. In addition, in FIG. 3, the first clutch K1, the second clutch K
2. The third clutch K3 is connected to the output gear 23 and the torque converter 24.
, Or power may be transmitted to the differential gear device 28 via a counter shaft that meshes with the output gear 23.

Next, in the transmissions 10 and 30, each engagement device can be configured by a combination of a multi-plate clutch, a band brake, a one-way clutch, and the like.
Examples are given below.

For example, the first engagement device may be composed of a multi-plate clutch 44 and a one-way clutch 46 connected in series as shown in FIG. 4, or the first clutch K1 may be constructed as described above. Can be used instead. The one-way clutch 46 is configured to be engaged during torque transmission in the direction from the input shaft 14 to the output gear 22 and released during torque transmission in the opposite direction. According to the present embodiment, the one-way clutch 46 is used by the one-way clutch 46 when the vehicle is coasting at the first, first, second, third, and fourth gears of the vehicle. Since power transmission in the opposite direction is cut off, there is no engine braking action during downhill traveling, coasting traveling, etc., and fuel consumption and vehicle quietness are improved. Also, the first gear,
Since the one-way clutch 46 is automatically disengaged when the gear stage is switched between the second gear stage, the third gear stage, or between the fourth gear stage and the fifth gear stage, The shift control is simple without requiring fine adjustments to the shift timing.

As shown in FIG. 5, the first engagement device includes a multi-plate clutch 44 and a one-way clutch 46 connected in series, and a multi-plate clutch 48 for engine braking provided in parallel with the multi-plate clutch 44 and the one-way clutch 46. The first clutch K1 may be used instead of the first clutch K1. By doing so, in addition to obtaining the same operation and effect as the above-described embodiment, by selectively operating the multiple disc clutch 48, an engine brake is required when traveling downhill or coasting. Can act accordingly.

Further, the second engagement device may be configured as shown in FIG. 4 or FIG. 5, and may be used in place of the second clutch K2 even if configured as described above. By doing so, there is an advantage that the fuel consumption and the quietness are improved for the same reason as in the above-described embodiment when the vehicle travels in the fourth gear position and the fifth gear position.

The third engagement device is configured as shown in FIG. 4 or FIG. 5, and the multi-plate clutch 44 and the one-way clutch 46 connected in series as shown in FIG. A one-way clutch 50 or a one-way clutch 50 provided in parallel, or a multi-plate clutch 44 and a one-way clutch 50 connected in parallel as shown in FIG. 7 may be used. Even with this configuration, the third clutch K3
May be provided instead. The one-way clutch 50 and the one-way clutch 46 are configured so that the directions of the engagement action are opposite. According to the present embodiment, there is an advantage that the fuel consumption and the quietness can be improved by the releasing operation of the one-way clutch 46 during the backward traveling of the vehicle as in the above-described embodiment. The third clutch K3 is engaged at the same time as the first clutch K1 and / or the second clutch K2, so that the connection state of each element with the fourth gear is different from that of the fourth gear. Can be established respectively. In the fourth gear by simultaneous engagement with the first clutch K1, there is an advantage that the fuel consumption and quietness can be improved by the releasing action of the one-way clutch 46 as described above. Further, in the fourth gear by simultaneous engagement with the second clutch K2, the automatic release operation of the one-way clutch 50 improves fuel economy and quietness, and also improves the fourth gear and the fifth gear. Shift control between the gears is facilitated.

The fourth engagement device is configured as shown in FIG. 4 or FIG. 5, and is connected in series with the multi-plate clutch 44 and the one-way clutch 46 connected in series as shown in FIG. Clutch 48 and one-way clutch connected to
10, a multi-disc clutch 44 and a one-way clutch 50 connected in series as shown in FIG. 9 and a multi-disc clutch 48 provided in parallel with them, FIG. As shown in FIG. 11, one band 52a is wound around a drum 56 fixed to a member to be rotationally braked, or a pair of bands 54a and 54b are wound around the drum 56 as shown in FIG. A band brake 54 wound in the opposite direction may be used. Even with such a configuration, it can be used in place of the first brake B1. In the following embodiment, the one-way clutch 46, the band 52a of the band brake 52, and one band 54a of the band brake 54
Is a member to be rotationally braked at the time of positive torque transmission for transmitting power from the input shaft 14 to the output gear 22 (first embodiment in the present embodiment).
The engagement direction or the winding direction is set so that the reaction force applied to the ring gear 16r and the third ring gear 20r) is received to prevent the rotation thereof, but the engagement torque allows the rotation in the opposite direction. . In the present embodiment, in a state in which power is transmitted from the output gear 22 to the input shaft 14, the disengagement action of the one-way clutch 46 allows the rotation of the member to be rotationally braked in the opposite direction to allow engine braking. The action is eliminated, the fuel efficiency and the quietness at the time of traveling in the first speed gear are improved, and the shift control between the first speed gear and the other forward gears is facilitated. Further, when the first brake B1 is operated together with the third clutch K3 to select the second reverse gear, the one-way clutch 50 is disengaged to improve fuel economy and quietness.

The fifth engagement device is shown in FIGS. 5, 8, 9,
The structure shown in FIGS. 10 and 11 may be used, and such a structure may be used instead of the second brake B2.
In this embodiment as well, the fuel consumption and quietness during traveling in the second gear are improved by releasing the one-way clutch 46 in the same manner as in the previous embodiment, and the second gear and the third gear are used. Shift control between the forward gear and the forward gear is facilitated. The second brake B2 is connected to the second clutch K2.
Alternatively, when the sixth gear or the reverse gear is selected by operating together with the third clutch K3, the fuel consumption and quietness are improved by the releasing action of the one-way clutch 50 as in the above-described embodiment. .

In addition, the sixth engagement device is shown in FIG. 5, FIG. 8, FIG.
The structure shown in FIGS. 10 and 11 may be used, and such a structure may be used instead of the third brake B3.
Also in this embodiment, the fuel consumption and quietness during traveling in the third gear are improved by the disengaging action of the one-way clutch 46, as in the previous embodiment, and the third gear and the fourth gear are used. Shift control between the gears is facilitated. Further, when the third brake B3 is operated together with the second clutch K2 and the fifth speed gear is selected, the one-way clutch 50 is released to improve the fuel economy and quietness during the fifth speed running. To be made.

FIG. 12 illustrates the transmission 10 in which the first engagement device, the fourth engagement device, the fifth engagement device, and the sixth engagement device are changed to other types.

Further, in the above-described embodiment, the torque converter 24
However, a torque converter with a lock-up clutch, a fluid coupling, a magnetic powder type electromagnetic clutch, a multi-plate or single-plate friction clutch, etc. may be used instead.

In the above-described embodiment, the fourth gear is the first gear.
Although the clutch K1 and the second clutch K2 are established by simultaneous connection, the first clutch K1 and the second clutch K
2. It may be established by simultaneously connecting at least two of the third clutches K3.

The above is merely an embodiment of the present invention, and the present invention can be variously modified without departing from the spirit thereof.

[Brief description of the drawings]

FIG. 1 is a skeleton view showing a main configuration of a power transmission device including a vehicle planetary gear type transmission according to one embodiment of the present invention. FIG. 2 is a table showing the relationship between the shift speeds of the embodiment of FIG. 1 and the engagement devices necessary for establishing the shift speeds. FIG. 3 is a skeleton view showing another embodiment of the present invention together with a differential gear device. 4 to 11 are views showing other examples of the engagement device in the embodiment of FIG. 1, respectively. FIG. 12 is a skeleton diagram illustrating a case where another type of engagement device is used in the embodiment of FIG. 10, 30: planetary gear transmission for vehicle 12: transmission case (position fixing member) 14: input shaft (input member) 16: first planetary gear unit 18: second planetary gear unit 20: third planetary gear unit 22 : Output shaft (output member) 23: output gear (output member) 16s: first sun gear 16p: first planetary gear 16c: first carrier 16r: first ring gear 18s: second sun gear 18p: second planetary gear 18c: second 2 carrier 18r: second ring gear 20s: third sun gear 20p: third planetary gear 20c: third carrier 20r: third ring gear K1: first clutch (first engagement device) K2: second clutch (second engagement) Device) K3: Third clutch (third engaging device) B1: First brake (fourth engaging device) B2: Second brake (fifth engaging device) B3: Third brake (sixth engaging device)

Claims (1)

(57) [Claims] 1. A single pinion type first planetary gear device including a first sun gear, a first carrier that rotatably supports the first planetary gear, and a first ring gear, and a second sun gear and a second planetary gear that rotate. Single pinion-type second planetary gear device including a second carrier that supports the third carrier and a second ring gear, and a single carrier including a third carrier that rotatably supports the third sun gear and the third planetary gear, and a third ring gear A planetary gear type transmission device for a vehicle, wherein a pinion type third planetary gear device is sequentially provided on the same axis line, and the rotation of an input member is stepwise changed and transmitted to an output member. A second carrier is connected to each other, the first sun gear and the second sun gear are connected to each other, the first ring gear and the third ring gear are connected to each other, and the second ring gear and the third ring gear are connected to each other. A first engagement device that selectively connects the third sun gear to the input member while connecting the carrier and the output member to each other, and selectively connects the first carrier and the second carrier to the input member. A second engagement device, a third engagement device that selectively connects the first sun gear and the second sun gear to the input member, and a third engagement device that selectively connects the first ring gear and the third ring gear to the position fixing member. A fourth engagement device, a fifth engagement device that selectively connects the first carrier and the second carrier to the position fixing member, and a first sun gear and a second sun gear that are selective to the position fixing member. And a sixth engagement device connected to the first engagement device and the fourth engagement device, between the input member and the third sun gear, and between the first ring gear and the third ring gear and the position fixing member. of The first speed gear having the largest gear ratio can be obtained by simultaneously connecting the first gear and the fifth engagement device between the input member and the third sun gear, and the first gear. By simultaneously connecting the carrier and the second carrier to the position fixing member, a second speed gear having a gear ratio smaller than that of the first speed gear can be obtained, and the first engagement device and the sixth engagement device can be obtained. Depending on the device, between the input member and the third sun gear and between the first sun gear and the second sun gear.
By simultaneously connecting the sun gear and the position fixing member, a third speed gear having a speed ratio smaller than that of the second speed gear can be obtained, and the first engagement device and the second engagement device input By simultaneously connecting the member and the third sun gear and the input member and the first carrier and the second carrier, a fourth speed gear having a gear ratio smaller than that of the third speed is obtained. A second engaging device and a sixth engaging device between the input member and the first carrier and the second carrier; and
By simultaneously connecting the sun gear and the second sun gear to the position fixing member, the gear of the first planetary gear device is provided so that the fifth speed gear having a gear ratio smaller than that of the fourth speed gear can be obtained. A ratio ρ ₁ , a gear ratio ρ ₂ of the second planetary gear set, and a gear ratio ρ ₃ of the third planetary gear set are defined.