JP3634888B2 - Planetary gear train for automatic transmission and gear transmission for automatic transmission - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a gear transmission for an automatic transmission.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a gear transmission for an automatic transmission that obtains a forward fifth gear is disclosed in Japanese Patent Laid-Open No. 1-224285.
[0003]
In this conventional apparatus, one single pinion planetary gear is added to a four-speed main planetary gear transmission mechanism that uses two single pinion planetary gears to obtain a forward four-speed gear stage. A total of 11 clutches, brakes, one-way clutches, and other engagement / release elements are combined.
[0004]
Of these, clutches and brakes with the addition of the one-way clutch and the one-way clutch for simplifying the shift control and the removal of clutches and brakes added for the purpose of using the engine brake that is not used during coasting. The number of merge / release elements is seven. This number is the minimum number of elements necessary to achieve a shift of 5 forward speeds and 1 reverse speed in practice.
[0005]
The breakdown consists of a minimum of five clutch / brake engagement / release elements (two underdrive stages, one direct connection stage, one overdrive stage), one planetary gear, and a clutch / brake. However, it consists of two required add-on parts, and enables five speeds (underdrive 3 stages, direct connection 1 stage, overdrive 1 stage).
[0006]
[Problems to be solved by the invention]
However, when overdrive is attempted from the first stage to the second stage in the conventional gear transmission for an automatic transmission, it is conceivable to switch the input path of the add-on part to the add-on part. To do this, it is necessary to add two clutches and brakes. Therefore, it is not practical in consideration of the cost and the point of impairing the vehicle mountability.
[0007]
The total number of clutches and brakes required for the add-on type five-speed transmission is seven. However, the weight and size ratio of the entire device is large.・ There is a strong demand to improve vehicle mountability and fuel efficiency.
[0008]
As a matter of course, in order to reduce the total number of clutches and brakes, a combination of a plurality of planetary gears and the structure of the transmission device are examined. Gear ratio), the gear ratios obtained vary depending on whether single pinion type planetary gears or double pinion type planetary gears are used, etc., and they are not all practically usable. The gear trains that are practical are limited by various conditions such as required power performance and cost.
[0009]
In other words, although a vast number of configurations can be devised depending on the combination of planetary gears and how the gear ratio is set, creating a product suitable for practical use required as an automatic transmission for vehicles is accompanied by great difficulty. There's a problem.
[0010]
For example, in Japanese Patent Application Laid-Open No. 50-64660, as shown in FIG. 7, three single pinion type planetary gears, three clutches, and three brakes are used. As shown in FIG. A device is shown that achieves six forward and two reverse shifts by engaging and releasing the.
[0011]
However, this conventional apparatus has the following problems.
[0012]
(1) The gear ratio between gears is not set properly.
[0013]
The horizontal axis represents the position of the rotating member allocated according to the set gear ratio of the planetary gear, the vertical axis represents the rotational speed ratio, and a straight line drawn in the horizontal direction corresponding to rotational speed ratio 0 and rotational speed ratio 1 FIG. 8 shows a collinear diagram drawn by lines connecting the engaged elements with the clutch and brake elements displayed at the intersections.
[0014]
Originally, it is desirable to set the gear ratio between gear stages in a geometric series. This is because, as shown in FIG. 10, the engine torque band (the width of the engine torque output from the relationship between the engine torque and the rotation at a constant throttle opening) is substantially constant without being affected by the gear stage, and the output shaft torque Changes at a substantially constant ratio according to the gear stage, and the engine speed changes almost the same, which feels comfortable for the driver.
[0015]
However, according to FIG. 8, the gear ratio between the gear stages is not a geometric series, and in particular, the fifth gear, the sixth gear, the third gear, and the fourth gear are wide. Will not be able to use parts with good engine characteristics. In particular, the 5th and 6th speeds have a high frequency of shifts and should be noticeable.
[0016]
Therefore, if the gear ratio of the planetary gear is set so that the vertical axis of the fifth rotating member {circle around (5)} is shifted to the right in the drawing in order to narrow the third and fourth speeds, the third and fourth speeds are narrowed at the same time. The 4th and 5th speeds are narrower, and the 5th and 6th speeds are even wider than the current situation.
[0017]
In this way, in the gear train in which the power transmission paths of the gears are always connected, the selection ratio of the gear ratio is small, and the gear ratio must be set in a compromise manner as shown in FIG.
[0018]
(2) Member rotation that is not involved in gear shifting becomes abnormally high.
[0019]
The rotating members (1) and (5) at the left and right ends of the alignment chart shown in FIG. 8 have an unusually high rotation at the 5th speed, 6th speed, and 2nd reverse speed. Otherwise, there is a risk of poor transmission due to high rotation (such as poor clutch operation due to centrifugal hydraulic pressure).
[0020]
The present invention has overcome the above-mentioned problems and has created a device suitable for practical use. In this case, the following points are taken into consideration.
[0021]
1) Considering that shifting the two clutches and brakes from the engaged state to the disengaged state or from the disengaged state to the engaged state worsens the shift shock or requires complex control to reduce the shift shock, One clutch or brake is switched from an engaged state to a disengaged state or from a disengaged state to an engaged state between adjacent gears.
[0022]
2) In order to simplify the configuration and suppress the cost increase, a configuration in which only three single pinion type planetary gears are combined without using a double pinion type planetary gear is adopted.
[0023]
3) The total number of clutches and brakes is 6 in the minimum, and the configuration is such that 6 forward stages (underdrive 3 stages, direct connection 1 stage, overdrive 2 stages) and reverse 1 stage or more can be realized. This is because a compact and lightweight configuration and cost reduction are strongly considered.
[0024]
4) Since the add-on type has a structure in which the add-on part is coupled to the main body part, in consideration of small size, light weight, and cost, means for coupling the add-on part and a wall separating the main body part and the add-on part. Is disadvantageous, such as being necessary. Therefore, we decided to use integral type.
[0025]
5) By making the gear ratios between the transmission gear stages line up in a geometric series, consideration was given to make the engine easier to operate by reducing variations in engine rotation before and after the gear shift.
[0026]
An object of the present invention is to provide a planetary gear train for an automatic transmission and a gear transmission for an automatic transmission that can easily reduce a shift shock, can easily perform a shift control, have excellent power performance, and have a simple configuration. There is to do.
[0027]
[Means for Solving the Problems]
In order to achieve the above object, in the gear transmission for an automatic transmission according to claim 1, as shown in the claim correspondence diagram of FIG. 1, a first sun gear, a first ring gear, and a pinion that meshes with both gears are held. A single pinion type first planetary gear a having one carrier, a second sun gear, a second ring gear, a single pinion type second planetary gear b having a second carrier holding a pinion meshing with both gears, A single pinion type third planetary gear c having a third sun gear, a third ring gear, and a third carrier for holding a pinion meshing with both gears, and the first sun gear, the second sun gear, and the third sun gear are integrally coupled. A three-element connecting member d, a clutch intervening connecting member f for connecting the second carrier and the third ring gear via a connection / disconnection clutch e, and the first relay 2 and elements connecting member g for connecting together the Gugiya second ring gear, the planetary gear train for an automatic transmission having a, the three elements connecting member d, and connected to the case through the first brake, the A third carrier is connected to the case via a second brake, the first carrier is connected to the case via a third brake, and is connected to an input shaft via a second clutch. The third ring gear side of the connecting member f is connected to the output shaft, the two-element connecting member g is connected to the input shaft via the third clutch, and one gear stage is connected to the connecting / disconnecting clutch e (first clutch). ) with obtained by third clutch 3 three engaging combination of brake comprising, providing the shift control means for obtaining a plurality of gear positions by a double irreplaceable engagement release control law by the gear stages adjacent And it features.
[0029]
[Action]
The operation of the first invention will be described.
[0030]
Of the single pinion type first planetary gear a, second planetary gear b, and third planetary gear c, three elements of the first sun gear, the second sun gear, and the third sun gear are integrally connected by a three-element connecting member d. The first ring gear and the second ring gear are integrally connected by a two-element connecting member g. The two elements of the second carrier and the third ring gear are directly connected via the clutch interposing connection member f when the connection / disconnection clutch e is selected, and the connection / disconnection clutch e is disconnected. Two elements are divided when selected. That is, two of the nine rotating elements of each planetary gear a, b, c are reduced by one three-element connecting member d, and one is reduced by one two-element connecting member g. When the connection / disconnection clutch e is selected to be disconnected, the planetary gear train has 9-2 pieces-1 = 6 rotating elements. When the connection / disconnection clutch e is selected, the two elements are connected via the clutch. By being directly connected by the mounting connection member f, a planetary gear train having 9-2 pieces-1 pieces-1 pieces = 5 rotation elements is obtained.
[0031]
Therefore, an input member, an output member, and a case are added to these rotating elements to form nine or eight members, and the members are connected together or not connected at all, or engaging elements such as clutches and brakes are connected. In this case, a state of rotation with a different gear ratio can be obtained between the input member and the output member by controlling engagement / release of the plurality of engagement elements provided.
[0032]
In this case, since the power transmission path between the planetary gears a, b, and c can be selected by disconnection or engagement of the connection / disconnection clutch e, the degree of freedom in setting the gear ratio at each gear stage is increased, and between the transmission gear stages is increased. It becomes possible to arrange the gear ratio in a geometric series.
[0033]
Further, by using the transmission / reception clutch e to cut the transmission path, it is possible to prevent the member rotation not involved in the shift from becoming abnormally high.
[0035]
Further, with respect to the gear shift device according to claim 1, the shift control by the shift control means, the three engaging combination of the third clutch 3 brake comprising one gear is the disengaging clutch e (first clutch) As a result, a plurality of gear stages can be obtained by an engagement release control law in which the adjacent gear stages are not double-changed.
[0036]
For example, when six forward gears and one reverse gear are set from a plurality of settable gears, there is a demand for a device that can easily reduce shift shocks, easily perform shift control, have excellent power performance, and have a simple configuration. Satisfy all performance.
[0037]
【Example】
Embodiments of the present invention will be described below with reference to the drawings.
[0038]
First, the configuration will be described.
[0039]
FIG. 2 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to an embodiment corresponding to the first aspect of the present invention.
[0040]
In FIG. 2, PG1 is the first planetary gear, PG2 is the second planetary gear, PG3 is the third planetary gear, M1 is the three-element connecting member, M2 is the clutch-interposed connecting member, M3 is the two-element connecting member, and C1 is the first A planetary gear train constituted by one clutch (corresponding to the connecting / disconnecting clutch e) will be described.
[0041]
The first planetary gear PG1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier P1 holding a pinion that meshes with both the gears S1 and R1.
[0042]
The second planetary gear PG2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier P2 holding a pinion that meshes with both the gears S2 and R2.
[0043]
The third planetary gear PG3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier P3 that holds a pinion that meshes with both gears S3 and R3.
[0044]
The three-element connecting member M1 is a member that integrally connects the first sun gear S1, the second sun gear S2, and the third sun gear S3.
[0045]
The clutch interposed connecting member M2 is a member that connects the second carrier P2 and the third ring gear R3 via the first clutch C1.
[0046]
The two-element connecting member M3 is a member that integrally connects the first ring gear R1 and the second ring gear R2.
[0047]
When the planetary gear train is used as a gear transmission mechanism for an automatic transmission, members and engagement elements added to the planetary gear train will be described.
[0048]
The three-element connecting member M1 (rotating member A) is connected to the case K via the first brake B1.
[0049]
The third carrier P3 (rotating member B) is connected to the case K via the second brake B2.
[0050]
The first carrier P1 (rotating member C) is connected to the case K via the third brake B3 and is connected to the input shaft IS via the second clutch C2.
[0051]
The third ring gear R3 side of the clutch interposed connecting member M2 (rotating member D) is connected to the output shaft OS.
[0052]
The two-element connecting member M3 (rotating member E) is connected to the input shaft IS via a third clutch C3.
[0053]
And, one gear stage is obtained by the engagement combination of three of the three clutches C1, C2, C3 and the three brakes B1, B2, B3, and there is no double switching between the adjacent gear stages. A shift control means (full hydraulic control type or electronic control + hydraulic control type) (not shown) that obtains six forward gears and one reverse gear by engagement release control is connected to the gear transmission mechanism for automatic transmission. .
[0054]
Next, the operation will be described.
[0055]
[First speed gear stage]
The first gear is obtained by engaging the first clutch C1, the third clutch C3, and the third brake B3 as shown in the engagement logic table of FIG.
[0056]
In this first speed gear stage, the rotating member D rotates integrally as a two-element connecting member by the engagement of the first clutch C1. Further, the input from the rotating member E is caused by the engagement of the third clutch C3. The rotating member C is fixed to the case K by the engagement of the third brake B3.
[0057]
Therefore, the rotation of the rotating member D is regulated by the input from the rotating member E and the fixing of the rotating member C. From the output shaft OS connected to the rotating member D, the reduction ratio is reduced with respect to the rotation of the input shaft IS. The 1st speed gear ratio by big underdrive is obtained.
[0058]
That is, the collinear chart at the first speed gear stage is represented by one diagram by engagement of the first clutch C1, as shown at 1st in FIG.
[0059]
In FIG. 3, A, B, C, D, and E are rotation members, arrows indicate input, double circles indicate output, and black triangles indicate brake engagement.
[0060]
[2nd gear stage]
The second speed gear stage releases the third brake B3 in the first speed gear stage and engages the second brake B2. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the third clutch C3, and the second brake B2.
[0061]
In this second speed gear stage, the rotating member D rotates integrally as a two-element connecting member by the engagement of the first clutch C1. Further, the input from the rotating member E is caused by the engagement of the third clutch C3. The rotating member B is fixed to the case K by the engagement of the second brake B2.
[0062]
Therefore, the rotation of the rotating member D is regulated by the input from the rotating member E and the fixing of the rotating member B. From the output shaft OS connected to the rotating member D, the speed reduction ratio is set as a reduction ratio rather than the first speed gear ratio. The 2nd speed gear ratio by a small value is obtained.
[0063]
That is, the nomographic chart at the second speed gear stage is represented by a single diagram by engagement of the first clutch C1, as indicated by 2nd in FIG.
[0064]
[Third speed gear stage]
The third speed gear stage releases the second brake B2 in the second speed gear stage and engages the first brake B1. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the third clutch C3, and the first brake B1.
[0065]
In the third speed gear stage, the rotary member D rotates integrally as a two-element connecting member by the engagement of the first clutch C1. Further, the input from the rotating member E is caused by the engagement of the third clutch C3. The rotating member A is fixed to the case K by the engagement of the first brake B1.
[0066]
Therefore, the rotation of the rotating member D is defined by the input rotation from the rotating member E and the fixing of the rotating member A. From the output shaft OS connected to the rotating member D, the reduction ratio is higher than the second speed gear ratio. As a result, the third speed gear ratio with a small value can be obtained.
[0067]
That is, the collinear diagram at the third speed gear stage is represented by one diagram by engagement of the first clutch C1, as indicated by 3rd in FIG.
[0068]
[4th gear stage]
The fourth speed gear stage releases the first brake B1 in the third speed gear stage and engages the second clutch C2. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the second clutch C2, and the third clutch C3.
[0069]
In this fourth speed gear stage, the rotating member D rotates integrally as a two-element connecting member by the engagement of the first clutch C1. Further, the input from the rotating member C due to the engagement of the second clutch C2 and the input from the rotating member E due to the engagement of the third clutch C3 are simultaneously input.
[0070]
Therefore, the rotation speed of the rotation member D is defined as the input rotation by the simultaneous input from the rotation members C and E, and the fourth speed gear ratio by the gear ratio 1 is determined from the output shaft OS connected to the rotation member D. Is obtained.
[0071]
That is, the collinear diagram at the fourth speed gear stage is represented by one diagram by engagement of the first clutch C1, as indicated by 4th in FIG.
[0072]
[5th gear stage]
The fifth speed gear stage releases the third clutch C3 in the fourth speed gear stage and engages the first brake B1. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the second clutch C2, and the first brake B1.
[0073]
In this fifth speed gear stage, the rotating member D rotates integrally as a two-element connecting member by the engagement of the first clutch C1. In addition, the second clutch C2 is engaged to provide an input from the rotating member C. The rotating member A is fixed to the case K by the engagement of the first brake B1.
[0074]
Therefore, the rotation of the rotating member D is regulated by the input from the rotating member C and the fixing of the rotating member A. From the output shaft OS connected to the rotating member D, the overdrive speed change is higher than the input shaft IS. A fifth speed gear ratio is obtained by the ratio.
[0075]
That is, the nomograph at the fifth speed gear stage is represented by one diagram by engagement of the first clutch C1, as shown at 5th in FIG.
[0076]
[Sixth gear stage]
The sixth speed gear stage releases the first brake B1 in the fifth speed gear stage and engages the second brake B2. That is, as shown in the engagement logic table of FIG. 4, it is obtained by engaging the first clutch C1, the second clutch C2, and the second brake B2.
[0077]
In the sixth speed gear stage, the rotary member D rotates integrally as a two-element connecting member by the engagement of the first clutch C1. Further, the input from the rotating member C is caused by the engagement of the second clutch C2. The rotating member B is fixed to the case K by the engagement of the second brake B2.
[0078]
Therefore, the rotation of the rotating member D is regulated by the input from the rotating member C and the fixing of the rotating member B. From the output shaft OS connected to the rotating member D, the overdrive speed change is higher than the input shaft IS. A sixth speed ratio can be obtained by the ratio.
[0079]
That is, the nomographic chart at the sixth speed gear stage is represented by one diagram by the engagement of the first clutch C1, as shown at 6th in FIG.
[0080]
[Reverse gear stage]
The reverse gear is obtained by engaging the second clutch C2, the third clutch C3, and the second brake B2, as shown in the engagement logic table of FIG.
[0081]
In this reverse gear stage, the input from the rotating member C by the engagement of the second clutch C2 and the input from the rotating member E by the engagement of the third clutch C3 are simultaneously input. The rotating member B is fixed to the case K by the engagement of the second brake B2. Therefore, the rotation of the rotating member D is defined by the rotation of the rotating member A (same rotation as the input shaft IS) defined by the release of the first clutch C1 and the input rotation of the rotating members C and E, and the fixing of the rotating member B. Then, from the output shaft OS connected to the rotary member D, a reverse gear speed ratio by reverse rotation with respect to the input shaft IS is obtained.
[0082]
That is, the nomographic chart at the reverse gear stage is represented by two diagrams by releasing the first clutch C1, as shown by Rev in FIG.
[0083]
[Each gear speed ratio]
The gear ratio ρ ₁ (= z _S1 / z _R1 ) of the first planetary gear PG1, the gear ratio ρ ₂ (= z _S2 / z _R2 ) of the second planetary gear PG2, and the gear ratio ρ ₃ (= z _S3 / z _R3 ), the gear ratios n1, n2, n4, n5, n6, and nR are as shown in the table of FIG.
[0084]
As a specific example, when ρ ₁ = 0.650, ρ ₂ = 0.400, ρ ₃ = 0.400, the ratio between each gear speed ratio and the adjacent gear speed is as follows. The parentheses indicate target values.
[0085]
n1 = 3.640 (3.5) n2 / n1 = 0.563 (0.629)
n2 = 2.050 (2.2) n3 / n2 = 0.683 (0.682)
n3 = 1.400 (1.5) n4 / n3 = 0.714 (0.667)
n4 = 1.000 (1.0) n5 / n4 = 0.848 (0.700)
n5 = 0.848 (0.7) n6 / n5 = 0.554 (0.714)
n6 = 0.470 (0.5)
nR = 2.500
The 1st, 2nd, and 5th speeds are slightly larger than the target speed ratio, but the 1st to 6th speeds are almost the target speed ratio. Further, the ratio between the first speed to the sixth speed is within a range of deviation allowed for the target ratio.
[0086]
[First Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 5 is a skeleton diagram showing a first modification of the gear transmission mechanism for an automatic transmission.
[0087]
This first modification is an example in which a third planetary gear PG3, a second planetary gear PG2, and a first planetary gear PG1 are sequentially arranged from the input side to the output side with respect to the example shown in FIG.
[0088]
[Second Modification of Gear Transmission Mechanism for Automatic Transmission]
FIG. 6 is a skeleton diagram showing a second modification of the gear transmission mechanism for an automatic transmission.
[0089]
This second modified example is an example in which a first planetary gear PG1, a third planetary gear PG3, and a second planetary gear PG2 are sequentially arranged from the input side to the output side with respect to the example shown in FIG.
[0090]
Next, the effect will be described.
[0091]
In the gear transmission for an automatic transmission according to the embodiment, the following advantages are also achieved.
[0092]
(1) Since the gear shifting to the adjacent gear stage is performed by releasing one engaging element and engaging one engaging element, the shift shock can be easily reduced.
[0093]
(2) Although it is a device that performs shift control of six forward steps and one reverse step, the shift control is performed because the number of engagement elements required for shifting is only six, that is, three clutches and three brakes. Becomes easy.
[0094]
(3) Since the gear ratio of each gear stage is close to the target gear ratio and the ratios between adjacent gear stages of the gear ratios are arranged in a nearly geometric series, the change in engine rotation is almost the same during gear shifting. By changing and achieving a shift in a torque band with good engine characteristics without being affected by the gear ratio, the power performance is excellent.
[0095]
Here, the reason why the gear ratio of each gear stage can be brought close to the target gear ratio and the ratio between adjacent gear stages of the gear ratio can be arranged almost in a geometric series is described. The power transmission path between the three planetary gears is not always a fixed gear train, and the power transmission path can be selected by engaging and releasing the first clutch C1, so that the first clutch C1 is in the released state. The collinear diagram (two diagrams) and the collinear diagram (one diagram) when the first clutch C1 is engaged are drawn separately, and the gear ratio can be freely set at each gear stage. Due to a significant increase in the degree.
[0096]
(4) Only three single pinion type planetary gears are used, not an add-on type, but an integral type, and the number of engaging elements required for shifting is 3 clutches and 3 brakes 6 Since only a single device is used, the configuration is simple, and a small size, light weight, and low cost can be achieved.
[0097]
While the embodiments have been described with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope not departing from the gist of the present invention are included in the present invention.
[0099]
In the embodiment, an example of a gear transmission mechanism for an automatic transmission that uses only engagement elements necessary for shifting has been shown. However, in order to simplify control, a one-way clutch or a one-way clutch is inserted. However, it is a matter of course that the brake means is added so that the engine brake is effective on the coasting side, and further, the elements for connecting the input shaft and the output shaft and the elements to be fixed to the case may be appropriately determined as necessary. By the way.
[0100]
【The invention's effect】
2. The gear transmission for an automatic transmission according to claim 1, wherein a single pinion type first planetary gear, a single pinion type second planetary gear, a single pinion type third planetary gear, and a first sun gear are provided. A three-element connecting member that integrally connects the second sun gear and the third sun gear, a clutch-inserted connecting member that connects the second carrier and the third ring gear via a connection clutch, a first ring gear, and a second In a planetary gear train for an automatic transmission having a two-element connection member that integrally connects a ring gear, a three-element connection member is connected to a case via a first brake, a third carrier is connected to a second brake, and so on. The first carrier is connected to the case via the third brake, and is connected to the input shaft via the second clutch. 3 side of the 3 clutches 3 brakes including the connecting / disconnecting clutch (first clutch), and the two element connecting members connected to the input shaft via the third clutch. Since it is a device provided with a shift control means that obtains a plurality of gear stages by an engagement release control law that is obtained by a single engagement combination and does not cause double switching with adjacent gear stages, shift shock can be easily reduced, An effect is obtained that it is possible to provide a gear transmission for an automatic transmission that is easy to perform shift control, has excellent power performance, and has a simple configuration.
[Brief description of the drawings]
FIG. 1 is a claim correspondence diagram showing a planetary gear train for an automatic transmission according to the present invention.
FIG. 2 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of the embodiment device.
FIG. 3 is a collinear diagram showing member rotation states at each gear stage in the shift control in the embodiment device;
FIG. 4 is a diagram showing an engagement logic table at each gear stage in the shift control in the embodiment device.
FIG. 5 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a first modification of the embodiment apparatus;
FIG. 6 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission according to a second modification of the embodiment device;
FIG. 7 is a skeleton diagram showing a gear transmission mechanism for an automatic transmission of a conventional apparatus.
FIG. 8 is a collinear diagram showing member rotation states at each gear stage in the shift control in the conventional device.
FIG. 9 is a diagram showing an engagement logic table at each gear stage in the shift control in the conventional device.
FIG. 10 is an engine torque characteristic diagram with respect to engine speed with a throttle opening as a parameter.
[Explanation of symbols]
a first planetary gear b second planetary gear c third planetary gear d three-element connecting member e connecting / disconnecting clutch f clutch-interposed connecting member g two-element connecting member

Claims (1)

A first sun gear, a first ring gear, and a single pinion type first planetary gear having a first carrier for holding a pinion meshing with both gears;
A second sun gear, a second ring gear, and a single pinion type second planetary gear having a second carrier for holding a pinion meshing with both gears;
A third planetary gear of a single pinion type having a third sun gear, a third ring gear, and a third carrier for holding a pinion meshing with both gears;
A three-element connecting member that integrally connects the first sun gear, the second sun gear, and the third sun gear;
A clutch interposition connection member for connecting the second carrier and the third ring gear via a connection / disconnection clutch;
A two-element connecting member that integrally connects the first ring gear and the second ring gear;
In a planetary gear train for an automatic transmission equipped with
Connecting the three-element connecting member to the case via a first brake;
Connecting the third carrier to the case via a second brake;
The first carrier is connected to the case via a third brake, and is connected to the input shaft via a second clutch,
A third ring gear side of the clutch interposition connecting member is connected to the output shaft;
Connecting the two-element connecting member to the input shaft via a third clutch;
One gear stage is obtained by an engagement combination of three of the three clutches and three brakes including the connecting / disconnecting clutch (first clutch), and a plurality of gears according to the engagement release control law that does not cause double switching in adjacent gear stages. A gear transmission for an automatic transmission, characterized in that a shift control means for obtaining the gear stage is provided.

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