JPH01320359A - Speed changer of planetary gear type for vehicle - Google Patents

Abstract

PURPOSE:To obtain a wide range of transmission gear ratio by linking 1st, 3rd ring gears, 1st, 2nd carriers and 1st, 2nd, 3rd sun gears to an input member via each engaging device and 2nd, 3rd ring gears, 1st, 2nd carriers and a 1st sun gear to a position fixing member via each engaging device. CONSTITUTION:A 1st ring gear 16r, 2nd sun gear 18s and 3rd sun gear 20s are linked to an input shaft 14 via a 1st clutch K1, 1st carrier 16c, 2nd carrier 18c and 3rd ring gear 20r via a 2nd clutch K2 and a 1st sun gear 16s is via a 3rd clutch K3, and the 1st carrier 16c, 2nd carrier 18c and 3rd ring gear 20r are linked to a position fixing member 12 via a 1st brake B1, a 2nd ring gear 18r is via a 2nd brake B2 and the 1st sun gear 16s via a 3rd brake B3. Consequently a wide transmission gear ratio range can be obtd.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an improvement in a planetary gear type transmission that is provided between a prime mover and a drive wheel in a vehicle such as an automobile or a railway vehicle.

BACKGROUND OF THE INVENTION PRIOR ART AND PROBLEMS THEREOF In vehicles, planetary gear transmissions suitable for automatically selecting a plurality of predetermined gears are often used. Such a planetary gear type transmission is desired to be simple and compact, to be able to have a wide range of gear ratios, and to be easy to control gear changes.

On the other hand, for example, Japanese Patent Publication No. 51-39306, Japanese Patent Publication No. 50-32913, Japanese Patent Publication No. 51-301
A planetary gear type transmission for a vehicle as described in Japanese Patent No. 2 is provided. According to this, three sets of single pinion type planetary gear devices are arranged in series, so that the structure is relatively simple and the external size is small.

However, according to the planetary gear type transmission for vehicles described in the above-mentioned Japanese Patent Publication No. 51-39306, it is possible to obtain up to 6 forward gears, so it has the feature that a sufficient gear ratio range can be obtained. Since seven friction engagement elements and one one-way clutch are used for speed change control, there is a drawback that the number of hydraulic actuators increases and speed change control becomes complicated.

Furthermore, according to the planetary gear type transmission for vehicles described in Japanese Patent Publication No. 50-32913, five forward gears can be obtained, and the number of frictional engagement devices for switching gears is reduced to six. do. However, in this type of planetary gear transmission for vehicles, when switching from second gear to third gear, the previous power input path is disconnected and the next power input path is connected at the same time. Since so-called input switching is performed, there is a drawback that control becomes delicate. In other words, if a blank period of power transmission occurs between disconnecting the previous power input path and connecting the next power input path, the engine will rev up, and conversely, when the input is switched, one of the power input paths will be released. If two frictional engagement devices are engaged at the same time, the transmission will lock and the resulting shock will occur. Therefore, delicate switching control is required to prevent the engine from revving up and the transmission from locking. It is difficult to stably perform the required smooth switching control.

Further, according to the planetary gear type transmission for a vehicle described in Japanese Patent Publication No. 51-3012, like the planetary gear type transmission described above, five forward gears can be obtained, and a frictional engagement device becomes 6 pieces.

However, when switching from 1st speed to 2nd speed, it has the disadvantage that so-called input switching is performed, similar to the above-mentioned planetary gear type transmission, and four frictional engagement devices must be controlled. Therefore, there is a drawback that -layer speed change control becomes complicated.

The present invention has been made against the background of the above circumstances,
Its purpose is to provide a vehicle with five or more forward gears, a wide gear ratio range, and easy gear change control in a transmission system in which three sets of single pinion planetary gears are arranged. An object of the present invention is to provide a planetary gear type transmission.

Means for Solving the Problems In order to achieve the above object, the gist of the present invention is to provide a single carrier comprising a first sun gear, a first carrier rotatably supporting a first planetary gear, and a first ring gear. a single pinion type second planetary gear unit including a pinion type first planetary gear unit, a second sun gear, a second carrier rotatably supporting the second planetary gear, and a second ring gear;
A sun gear, a third carrier rotatably supporting the third planetary gear, and a single pinion type third planetary gear device including a third ring gear are sequentially provided on the same axis, and the rotation of the input member is changed in stages. In a planetary gear transmission for a vehicle of a type in which the transmission is transmitted to an output member, (a) the first ring gear, the second sun gear, and the third sun gear are connected to each other, and the first carrier, the second carrier, and the third (b) a first ring gear, a second sun gear, and a third sun gear that selectively connect the first ring gear, the second sun gear, and the third sun gear to the input member; an engagement device, the first carrier, the second
a carrier, a second engagement device that selectively couples the third ring gear to the input member, a third engagement device that selectively couples the first sun gear to the input member, the first carrier, the second carrier , and a fourth engagement device that selectively couples the third ring gear to the position fixing member; and a fifth engagement device that selectively couples the second ring gear to the position fixing member;
A sixth engagement device for selectively connecting the first sun gear to the position fixing member is provided.

Operation: By doing this, the first and fourth engagement devices
Input member, first ring gear, second sun gear, and third
When the sun gear and the first carrier, second carrier, and third ring gear are simultaneously connected to the position fixing member, a first gear with the largest transmission ratio is obtained. When the input member and the first ring gear, second sun gear, and third sun gear are simultaneously connected by the first and fifth engagement devices, and between the second ring gear and the position fixing member, the first A second gear with a smaller gear ratio than the second gear is obtained. When the input member and the first ring gear, the second sun gear, and the third sun gear are simultaneously connected by the first and sixth engagement devices, and between the first sun gear and the position fixing member, the second A third gear with a smaller gear ratio than the second gear is obtained. The first and second engagement devices provide connections between the input member and the first ring gear, second sun gear, and third sun gear, and between the human-powered member and the first carrier, second carrier, and third ring gear. When connected at the same time, a fourth gear with a smaller transmission ratio (=1.0) than the third gear is obtained.

When the input member and the first carrier, the second carrier, and the third ring gear and the first sun gear and the position fixing member are simultaneously connected by the second and sixth engagement devices, the fourth A fifth gear with a smaller gear ratio than the second gear is obtained. If necessary, the second and fifth engagement devices simultaneously connect the human-powered member and the first carrier, the second carrier, and the third ring gear, and between the second ring gear and the position fixing member. When connected,
A sixth gear with a smaller transmission ratio than the fifth gear is obtained.

Further, when the input member and the first sun gear and the second ring gear and the position fixing member are simultaneously connected by the third engagement device and the fifth engagement device, a reverse gear stage is obtained. Then, if necessary, a third engagement device and a fourth engagement device are used to connect the input member and the first sun gear.
When the first carrier, the second carrier 18c, and the third ring gear are connected to the position fixing member at the same time, a second reverse gear with a higher gear ratio than the reverse gear is obtained.

Effects of the Invention Therefore, according to the present invention, five or more forward gears and a wide gear ratio range can be obtained by selectively operating the engagement device, thereby achieving both high-speed running and starting/mounting performance. I can do it. Also, when changing gears,
There is no need for so-called manual switching, and the speed can be changed simply by controlling the actuator for switching the operating states of the two engagement devices, making speed change control extremely easy.

The above-mentioned engagement device selectively connects or disengages the respective elements as appropriate, and may be a multi-disc or band-type clutch or brake, a one-way clutch, or a combination thereof. It can be configured as appropriate. Furthermore, each engagement device may not only be configured independently, but also a plurality of engagement devices may be configured as a single product having multiple functions.

Embodiment Hereinafter, an embodiment of the present invention will be explained in detail based on the drawings.

FIG. 1 is a schematic diagram showing the configuration of a planetary gear type transmission 10 for a vehicle. In FIG. It includes a shaft 14 , a first m-th star gear device 16 , a second ′t1 star gear device 18 , a third planetary gear device 20 , and an output shaft 22 . The input shaft 14 is
The output shaft 22 is connected to a vehicle engine 26 via a torque converter 24, and the output shaft 22 is connected to drive wheels of the vehicle via a differential gear (not shown). In this embodiment, the input shaft 14 and the output shaft 22 correspond to an input member and an output member, respectively. Furthermore, the transmission case 12 corresponds to a position fixing member. Note that since the transmission 10 and the torque converter 24 are configured line-symmetrically with respect to the axis, the lower side of the axis is omitted in the skeleton diagram of FIG. 1.

The first planetary gear device 16, the second ′t1 star gear device 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 16C1, a first ring gear 1
6r, and the first planetary gear 16p rotatably supported by the first carrier 16c is the first sun gear 16s.
and the first ring gear 16r, and is meshed with them. Further, the second planetary gear device 18 includes a second sun gear 18s, a second planetary gear 18p, a second carrier 18c, and a second ring gear 18r, and the second planetary gear is rotatably supported by the second carrier 18c. 1
8p is the second sun gear 18s and second ring gear 18r
It is located between and interlocks with them. and,
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 2.
0r, and the third planetary gear 20p rotatably supported by the third carrier 20c is the third sun gear 20s.
and third ring gear 2Or, and is meshed with them.

In the transmission 10, the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s are integrally connected, and the first carrier 16c, the second carrier 18c, and the third ring gear 2Or are integrally connected. , the third carrier 20c and the output shaft 22 are integrally connected.

And, first ring gear 16r1 second sun gear 18s,
and a first clutch Kl that selectively connects the third sun gear 20s to the input shaft 14, the first carrier 16c, the second carrier 18c, and the third ring gear 2Or to the input shaft 14.
2 to a second clutch selectively connecting the first sun gear 16s to the input shaft 14, a third clutch selectively connecting the first sun gear 16s to the input shaft 14, a first carrier 16c, a second carrier 18c, and a third ring gear 2Or. a first brake Bl that selectively connects the second ring gear 18r to the transmission case 12, a second brake B2 that selectively connects the second ring gear 18r to the transmission case 12, and a second brake B2 that selectively connects the first sun gear 16s to the transmission case 12. Third
A brake B3 is provided respectively.

The first clutch Kl, the second clutch 2, the third clutch 3, the first brake Bl, the second brake B2, and the third brake B3 are hydraulic pressures of a type commonly used in conventional automatic transmissions for vehicles. It is operated by an actuator and consists of a multi-disc clutch, one band brake, or two band brakes wrapped in opposite directions.

Also, between the first brake Bl and the first carrier 16c and second carrier 18c2 or the third ring gear 2Or, between the second brake B2 and the second ring gear 18r, or between the third brake B3 and the first sun gear 16s. A connecting member may be provided between the two as needed. Similar G3
, between the first clutch Kl and the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s, between the second clutch 2 and the first carrier 16c, and between the third clutch 3 and the first sun gear 16s. Between each planetary gear set 16
, 18.20, the third carrier 20
A connecting member may be interposed between the output shaft 22 and the output shaft 22 as necessary. In this embodiment, the first clutch is 1, the second clutch is 2, the third clutch is 3, the first brake B1, the second brake B2, and the third brake B3.
They correspond to a first engagement device, a second engagement device, a third engagement device, a fourth engagement device, a fifth engagement device, and a sixth engagement device, respectively.

In the transmission 10 configured as described above, for example, as indicated by the O mark in FIG. 2, the first clutch Kl, the second clutch Kl, the second clutch Kl, the third clutch Kl, and the Two of the first brake Bl, the second brake B2, and the third brake B3 are actuated simultaneously by a hydraulic actuator to establish a desired gear stage, and one of the two is switched to the other. As a result, six forward speeds and two reverse speeds can be sequentially changed. In FIG. 2, the first planetary gear device 1
6, the gear ratio ρ2 of the second planetary gear unit 18 is 0.338, and the gear ratio ρ of the third planetary gear unit 20 is 0.400. The ratio (rotational speed of input shaft 14/rotational speed of output shaft 22) is shown.

In addition, the number of teeth of the first sun gear 16s is Z Is, the number of teeth of the first ring gear 16r is Z + r, the number of teeth of the second sun gear 18S is Z□, the number of teeth of the second ring gear 18'' is Z2r, and the number of teeth of the third sun gear 20s. The number of teeth is Z2s, and the third ring gear is 2O.
If the number of teeth of r is 23r, the gear ratio ρ1 is Z, , /
Z,,,gear ratio ρ2 is Z z-/Z 2'-gear ratio ρ
, is Z, 1. /Z,, is.

The operation of each gear will be explained below.

First, in the case of the first gear, the first clutch Kl and the first brake B1 are operated, so that the input shaft 14, the first ring gear 16r, the second sun gear 18s,
and third sun gear 20s, and between first carrier 16c, second carrier 18c, third ring gear 2Or, and transmission case 12.

As a result, the power input from the input shaft 14 is exclusively
Since the signal is transmitted from the third sun gear 20s to the third carrier 20c via the third planetary gear 20p, the output shaft 22 rotates in the same positive rotation direction as the input shaft 14 at a gear ratio (1+ρ3)/
It is rotated at a deceleration rate at ρ.

In the case of second gear, the first and second clutches
By operating the brake B2, the input shaft 14
and the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s, and the second ring gear 1
8r and the transmission case 12 are connected. Thereby, a part of the power input from the input shaft 14 is transmitted from the third sun gear 20s to the third carrier 20c and the output shaft 22 via the third planetary gear 20p, while the other part is transmitted to the third sun gear 20s and the output shaft 22. The signal is transmitted from the second sun gear 18s to the second carrier 18c and the third ring gear 2Or via the second planetary gear 18p, and the third ring gear 2Or via the third planetary gear 20p.
The signal is transmitted to the carrier 20c and the output shaft 22. At this time, the first ring gear 16r, the second sun gear 18s, the third
Sun gear 20S is rotated integrally with input shaft 14, while first carrier 16c, second carrier 18c and third
The ring gear 2Or is rotated in the same direction as the input shaft 14 because the second ring gear 18r is in a non-rotating state. As a result, the output shaft 22 rotates in the same positive rotation direction as the input shaft 14 at the gear ratio (l+ρ2)(1+ρ, )/(ρ,
+ρ2 (1+ρ3)).

In the case of third gear, the first and third clutches
By operating the brake B3, the input shaft 14
and the first ring gear 16r, the second sun gear 18S, and the third sun gear 20s, and the first sun gear 16
s and the transmission case 12 are connected. Thereby, a part of the power input from the input shaft 14 is transmitted from the third sun gear 20s to the third carrier 20c and the output shaft 22 via the third planetary gear 20p, while the other part is transmitted to the third sun gear 20s and the output shaft 22. The signal is transmitted from the first ring gear 16r to the first carrier 16C1 through the 1'f1 star gear 16p, and the third ring gear 20r through the third planetary gear 20p.
The signal is transmitted to the carrier 20c and the output shaft 22. At this time, the first ring gear 16, the second sun gear 18s, and the third sun gear 20s are rotated integrally with the input shaft 14, while the first carrier 16c, second carrier 18c, and third ring gear 2Or are also 16s is in a non-rotating state, it is rotated in the same direction as the input shaft 14.As a result, the output shaft 22 is rotated in the same positive rotation direction as the input shaft 14 at the gear ratio (l+ρ,)(1+ρ3).
/(1+ρ, (1+ρI)).

In the case of fourth gear, the first and second clutches are connected to the first clutch.
2 is actuated by the clutch, the input shaft 14
and the first ring gear 16r, the second sun gear 18s, and the third sun gear 20s, and the input shaft 14 and the first carrier 16c, the second carrier 18c, and the third ring gear 20'' are connected. As a result, the relative rotation of each element of the planetary gear system e16.18.20 is prevented and the whole is rotated as a unit, so that the output shaft 22 is rotated in the same positive rotation direction as the input shaft 14 at a gear ratio of 1. and rotated.

In the case of fifth gear, the second and third clutches
By operating the brake B3, the input shaft 14
between the first carrier 16c, the second carrier 18c, and the third ring gear 20r, and the first sun gear 16.
s and the transmission case 12 are connected. As a result, part of the power input from the input shaft 14 is transmitted from the third ring gear 2Or to the third carrier 20c and the output shaft 22 via the third planetary gear 20p, while the other part is transmitted to the third ring gear 2Or via the third planetary gear 20p. 1 carrier 16c to the first ring gear 16r and the third sun gear 2 via the first planetary gear 16p.
After being transmitted to 0s, the 3rd i! i! The signal is transmitted to the third carrier 20c and the output shaft 22 via the star gear 20p.

At this time, the first carrier 16c, the second carrier 18c,
The third ring gear 20r is rotated integrally with the input shaft 14, while the first ring gear 16r, second sun gear 18S,
The third sun gear 20s is also rotated in the same direction as the human power shaft 14 since the first sun gear 16s is in a non-rotating state. ,)/(1+ρ1(l+ρ,))
It is rotated at increased speed.

In the case of 6th gear, the 2nd and 2nd clutches
By operating the brake B2, the input shaft 14
and the first carrier 16c, the second carrier 18c, and the third ring gear 20r, and the second ring gear 1
8r and the transmission case 12 are connected. As a result, part of the power input from the input shaft 14 is transmitted from the third ring gear 2Or to the third carrier 20c and the output shaft 22 via the third planetary gear 20p, while the other part is transmitted to the third ring gear 2Or via the third planetary gear 20p. 2 carrier 18c via the second planetary gear 18p to the second sun gear 18s and the third sun gear 20s, and the 3't! The signal is transmitted to the third carrier 20c and the output shaft 22 via the star gear 20p. In this state, the first carrier 16c, the second carrier 18c
, the third ring gear 20r is rotated integrally with the input shaft 14, while the first ring gear 16r and the second sun gear 18s
Since the second ring gear 18r is in a non-rotating state, the third sun gear 20s is also rotated in the same direction as the input shaft 14, so the output shaft 22 is rotated in the same positive rotation direction with respect to the input shaft 14 with the gear ratio ρzN+ρ3. )/(ρ3+ρz(l+
It is rotated at increased speed at ρ, )).

In the case of reverse gear, the third clutch is actuated and the second brake B2 is operated, thereby creating a gap between the input shaft 14 and the first sun gear 16s, and between the second ring gear 18r and the transmission case 12. are connected. As a result, the input shaft 14 is connected to the first sun gear 16.
The power input to s is transmitted through the first planetary gear 16p to the first ring gear 16r1, second sun gear 18s1 and third
It is transmitted to sun gear 20S. A part of the power transmitted in this way is transmitted from the third sun gear 20s to the third carrier 20c and the output shaft 2 via the 3'f1 star gear 20p.
2, while the other part is transmitted to the second sun gear 18s.
from the first carrier 16c via the second planetary gear 18p.
, the second carrier 18c, and the third ring gear 2Or, and the third planetary gear 20 is transmitted from the third ring gear 2Or to the third ring gear 2Or.
p to the third carrier 20c and the output shaft 22, and is also returned from the first carrier 16c to the first ring gear 16r via the first planetary gear 16p. At this time, since the second ring gear 18r is in a non-rotating state, the first ring gear 16r, the second sun gear 18s,
Since the third sun gear 20s, the first carrier 16c, the second carrier 18c, and the third ring gear 2Or are rotated in the opposite direction to the input shaft 14, the output shaft 22 is rotated in the opposite direction to the input shaft 14. and gear ratio -(1-ρ1ρ2)(l+ρ3)/ρ1(ρ,+
It is rotated at a deceleration rate at ρ2(l+ρ3)).

Furthermore, in this embodiment, a second reverse gear stage for reversing the vehicle at a gear ratio that is larger than that can be established. That is, by operating the third clutch 3 and the first brake B1, the input shaft 14 and the first sun gear 16s
and between the first carrier 16c and the second carrier 1
8c, and the third ring gear 2Or and the transmission case 12 are connected. As a result, the power input from the input shaft 14 to the first sun gear 16s is transmitted exclusively to the first sun gear 16s, which is supported by the first carrier 16c whose position is fixed.
transmitted to the first ring gear 16r, second sun gear 18s, and third sun gear 20s via the planetary gear 16p,
The power is transmitted from the third sun gear 20s to the third carrier 20c and the output shaft 22 via the third planetary gear 20p.

At this time, since the first carrier 16c, the second carrier 18c, and the third ring gear 2Or are in a non-rotating state, the first ring gear 16r1, the second sun gear 18s
Since the third sun gear 20s is rotated in the opposite direction to the input shaft 14, the output shaft 22 is rotated in the opposite rotation direction to the input shaft 14, and the gear ratio -(l + ρ,)/ρ, It is rotated at a deceleration rate at ρ.

Here, as mentioned above, in this embodiment, there are six forward speeds.
Two reverse speeds can be selected, but if necessary, five forward speeds and one reverse speed can be selected without any difference.

As described above, according to the transmission 10 of this embodiment, three sets of single pinion type planetary gear devices 16° 18.20 are arranged on a common axis, so the structure is relatively simple. In addition to being simple and having a small external size, it also has the following advantages.

That is, three clutches Kl, and 2. 3, and 3
Two brakes Bl, B2. By selectively operating a total of six engagement devices consisting of B3, five or more forward gears and a wide gear ratio range can be obtained, making it possible to achieve high-speed driving, starting, and
It is possible to achieve both pitching performance and pitching performance. Furthermore, when changing the gear stage, so-called manual switching is not required, and the gear can be changed simply by controlling the actuator for switching the operating state of the two engagement devices, making gear change control extremely easy. It will become.

Further, according to the transmission 10 of the present embodiment, the gear ratios of the first gear to the fourth gear are desired as the gear ratio of each gear of the vehicle stepped transmission based on the characteristics of the engine. It has the advantage that it can be set to a value close to the geometrical series, for example, about 90 to 95% of the geometrical series.

Further, according to the transmission 10 of the present embodiment, the gear ratio of the fifth gear is approximately 0.848, so there is an advantage that sufficient acceleration performance can be obtained when driving in a high gear. Incidentally, the gear ratio of the fifth gear in the conventional planetary gear transmission for vehicles was approximately 0.68 to 0.74.

Further, according to the transmission 10 of the present embodiment, the output shaft 22 is disposed at one end of the transmission on the non-engine side, and the propeller shaft extending in the axial direction can be directly connected, making it suitable for PR vehicles. However, by replacing the output shaft 22 with an output gear, there is an advantage that it can be used not only for FR heavy vehicles but also for FF vehicles.
Further, according to the transmission lO of this embodiment, the second sun gear 18s and the third sun gear 20s are integrally connected to each other, so the second sun gear 18s and the third sun gear 20s are formed into a common member. In such a case, the number of man-hours for manufacturing parts, the number of parts, and assembly can be reduced, and the axial dimension can be reduced.

Further, according to the transmission lO of this embodiment, the second sun gear 1
Since there is no need for a shaft passing through the axes of the third sun gear 8s and the third sun gear 20s, there is an advantage that the outer diameter can be further reduced.

Generally, when the value of the gear ratio ρ approaches O or 1, the outer size of the planetary gear device increases, but in the gear train of this embodiment, the value of the gear ratio ρ is appropriate, so there is an advantage that the speed change [10] becomes smaller. .

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

In the vehicle planetary gear transmission 30 shown in FIG.
An output gear 23 is provided in place of the output shaft 22, and the input shaft 14 is connected to the first sun gear 16S and the second sun gear IB.
s and the axis of the third sun gear 20s, and the engine 26 and torque converter 24 are disposed on the output gear 23 side. The transmission 30 is disposed within the transaxle of a horizontally mounted FF vehicle, but in this case, the transmission 30 is disposed within the transaxle to equally distribute the driving force output from the transmission 30 to the left and right drive wheels. The disposed differential gear device 28 is disposed on the center side of the vehicle, that is, on the output gear 23 side with respect to the transmission 30, depending on the space within the engine room. Therefore, in this embodiment, since the differential gear device 28 and the output gear 23 can be located close to each other, the output gear 23 and the differential gear device 28
There is an advantage that there is no need for a counter shaft provided parallel to the axis of the transmission 30 in order to transmit power to the transmission. In addition, in Fig. 3, there is a 1st clutch on the first clutch and a 2nd clutch on the second clutch.
, the third clutch 3 may be disposed between the output gear 23 and the torque converter 24, or the power may be transmitted to the differential gear 28 via a countershaft meshing with the output gear 23.

Next, in the transmissions 10 and 30, each engagement device may be configured by a combination of a multi-disc clutch, a band brake, a one-way clutch, etc.
Examples are shown below.

For example, the first engagement device may consist of a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG. It can be used instead of 1. The one-way clutch 46 is configured to be engaged when torque is transmitted in the direction from the input shaft 14 to the output shaft 22, and disengaged when torque is transmitted in the opposite direction. According to this embodiment, in the first gear, second gear, third gear, and fourth gear of the vehicle,
Since power transmission in the opposite direction is interrupted by the one-way clutch 46 when the vehicle is coasting, there is no engine braking effect when the vehicle is dismounting or coasting, improving fuel efficiency and quietness of the vehicle. Furthermore, when changing gears between the first gear, the second gear, the third gear, or the fourth gear, and the fifth gear and the sixth gear, Since the directional clutch 46 is automatically disengaged, there is no need for detailed adjustment of the shift timing, and shift control is simplified.

Further, as shown in FIG. 5, the first engagement device includes a multi-disc clutch 44 and a one-way clutch 46 connected in series, and a multi-disc clutch 48 for engine braking provided in parallel with them. Even if it is constructed in this way, it can be used in place of the first clutch Kl. In this way, in addition to obtaining the same effects as in the above embodiment, by selectively operating the multi-disc clutch 48, when descending or coasting, etc.
Engine braking can be applied as needed.

Further, the second engagement device may have the fourth concave configuration as shown in FIG. 5, and even with this configuration, it can be used in place of the second clutch. In this way, when the vehicle is running in the 4th gear, 5th gear, and 6th gear, there is an advantage that fuel efficiency and quietness are improved for the same reason as in the above embodiment. .

Further, the third engagement device has the fourth concave configuration as shown in FIG. 5, and a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG. A one-way clutch 50 may be provided in parallel to the two, or a multi-disc clutch 44 and a one-way clutch 50 may be connected in parallel to each other as shown in FIG. 7. However, the third clutch may be provided instead of 3. The one-way clutch 5 above
0 and the one-way clutch 46 are configured such that the directions of engagement are opposite to each other. According to this embodiment, there is an advantage that fuel efficiency and quietness can be improved by the release action of the one-way clutch 46 when the vehicle is traveling backwards, similar to the above-described embodiment. Further, the third clutch 3 is engaged with the first clutch 1 and/or the second clutch 2 at the same time, thereby providing another fourth gear in which the connection state of each element is different from the fourth gear. Each high gear stage can be established. In the fourth gear position where the first clutch is engaged at the same time as 1, the one-way clutch 46 is engaged as described above.
This release effect has the advantage of improving fuel efficiency and quietness. Furthermore, when the second clutch is engaged at the same time as the second clutch in the fourth gear, the one-way clutch 50 is automatically released, which improves fuel efficiency and quietness. The speed change becomes easy to control between the sixth gear and the sixth gear.

The fourth engagement device is configured as shown in FIG. 4 or FIG. 5, or has a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG.
A multi-disc clutch 48 and a one-way clutch 50 connected in series are connected in parallel, and a multi-disc clutch 44 and a one-way clutch 50 connected in series are connected in parallel as shown in FIG. 10, a band brake 52 consisting of a single band 52a wrapped around a drum 56 fixed to a member whose rotation is to be braked, or a band brake 52, as shown in FIG. As shown, a band brake 54 may be used in which a pair of bands 54a and 54b are wound around a drum 56 in opposite directions. Even with this configuration, the first brake B
It can be used in place of l. In the following embodiments, the one-way clutch 46, the band 52a of the band brake 52,
One band 54a of the band brake 54 connects members (in this embodiment, the first carrier 16c, the second carrier 18c, and the The direction of engagement or the direction of winding is set so that the reaction force applied to the three-ring gear (2Or) is received and the engagement torque is such that it prevents its rotation but allows rotation in the opposite direction.

In this embodiment, when power is transmitted from the output shaft 22 to the input shaft 14, the releasing action of the one-way clutch 46 allows the member to be rotationally braked to rotate in the opposite direction, thereby braking the engine. This eliminates this effect, improves fuel efficiency and quietness when running in the first gear, and facilitates shift control between the first gear and other forward gears. Furthermore, when the first brake B1 is actuated together with the third clutch 3 and the second reverse gear is selected, the release action of the one-way clutch 50 improves fuel efficiency and quietness.

Further, the fifth engagement device is shown in FIGS. 5, 8, 9, and 1.
The brakes shown in FIG. 0 and FIG. 11 may also be used, and even if configured in this way, they can be used in place of the second brake B2. In this embodiment, as in the previous embodiment, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness when running in the second gear, and also improves the fuel efficiency and quietness when traveling in the second gear. It becomes easy to control the speed change between the forward gears and the forward gears. Further, when the second brake B2 is operated together with the second clutch 2 or the third clutch 3 and the sixth gear or reverse gear is selected, the one-way clutch 50's release action improves fuel efficiency and quietness.

In addition, the sixth engagement device is shown in FIGS. 5, 8, 9, and 1.
The brakes shown in FIG. In this embodiment, as in the previous embodiment, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness when running in the third gear, and also improves the fuel efficiency and quietness when traveling in the third gear. Shift control between the two gears becomes easier. Further, when the third brake B3 is actuated together with the second clutch B3 and the fifth gear is selected,
The releasing action of the one-way clutch 5o improves fuel efficiency and quietness when running in the 5th gear.
Shift control between the first gear and the sixth gear becomes easier.

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

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

Further, in the above-mentioned embodiment, the fourth gear was established by simultaneously connecting the first clutch K1 and the second clutch Kl, but the first clutch Kl, the second clutch Kl, the second clutch Kl, and the third clutch Kl This may be achieved by simultaneously connecting at least two of 3 to the clutch.

Note that the above-mentioned embodiment is merely one embodiment of the present invention, and various modifications may be made to the present invention without departing from the spirit thereof.

[Brief explanation of the drawing]

FIG. 1 shows a 5tflff for vehicle which is an embodiment of the present invention.
FIG. 2 is a schematic diagram showing the configuration of main parts of a power transmission device including an L gear type transmission. FIG. 2 is a chart showing the relationship between the transmission gears of the embodiment shown in FIG. 1 and the engagement devices necessary to establish them. FIG. 3 is a schematic diagram showing another embodiment of the present invention together with a differential gear device. 4 to 11 are diagrams showing other examples of the engagement device in the embodiment of FIG. 1, respectively. FIG. 12 is a schematic diagram illustrating a case where another type of engagement device is used in the embodiment of FIG. 1. lo, 3o: Vehicle planetary gear transmission 12 Nidor transmission case (position fixing member) 14
:Input shaft (input member) 16:Ml! Star gear device 18: second planetary gear device 20; third planetary gear device 22; output shaft (output member) 23: output gear (output member) 16S8 first sun gear 16p: first m-th star gear 16C: first carrier 16r: 1st ring gear 18S: 2nd sun gear 18p: 2nd planetary gear 18c: 2nd carrier 18r: 2nd ring gear 20S: 3rd sun gear 20p: 3rd planetary gear 20C: 3rd carrier 20r: 1st to 3rd ring gear 1 clutch (first engagement device) K2: Second clutch (second engagement device) K3: Third clutch (third engagement device) Bl: First brake (fourth engagement device) B2: Second brake (Fifth engagement device) B3: Third brake (sixth engagement device) Applicant Toyota Motor Corporation Fig. 3 1n Fig. 4 Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. ° Fig. 10 Figure 11 Figure 12

Claims (1)

[Claims] A first sun gear that rotatably supports a first planetary gear.
A single pinion type first planetary gear device including a carrier and a first ring gear, a second sun gear and a second carrier rotatably supporting the second planet gear, and a single pinion type second planetary gear including a second ring gear. A single pinion type third gear device including a gear device, a third sun gear, a third carrier rotatably supporting the third planetary gear, and a third ring gear.
In a planetary gear type transmission for a vehicle of a type in which a planetary gear unit is sequentially provided on the same axis and the rotation of an input member is shifted in stages and transmitted to an output member, the first ring gear, the second sun gear, and the third sun gear three sun gears are connected to each other, the first carrier, the second carrier, and the third ring gear are connected to each other, and the third carrier and the output member are connected to each other, the first ring gear, the second sun gear, and a first engagement device that selectively connects a third sun gear to the input member;
a second engagement device that selectively couples the first carrier, second carrier, and third ring gear to the input member; and a third engagement device that selectively couples the first sun gear to the input member. , a fourth engagement device that selectively connects the first carrier, the second carrier, and the third ring gear to the position fixing member; and a fifth engagement device that selectively connects the second ring gear to the position fixing member. and a sixth engagement device for selectively connecting the first sun gear to the position fixing member.