JPH01320361A - Speed changer of planetary gear type for vehicle - Google Patents

Abstract

PURPOSE:To obtain a wide gear transmission gear ratio range by linking 1st ring gear, 2nd, 3rd carriers and 1st, 2nd, 3rd sun gears to an input member via each engaging device and 1st, 2nd ring gears, 1st, 2nd, 3rd carriers and 2nd, 3rd sun gears to a position fixing member via each engaging device. CONSTITUTION:A 1st sun gear 16s is linked to an input shaft 14 via a 1st clutch K1, a 1st ring gear 16r, 2nd carrier 18c and 3rd carrier 20c are via a 2nd clutch K2 and a 2nd sun gear 18s, 3rd sun gear 20s are via a 3rd clutch K3, and a 1st carrier 16c and 2nd ring gear 18r are linked to a position fixing member 12 via a 1st brake B1, the 1st ring gear 16r, 2nd carrier 18c and 3rd carrier 20c via a 2nd brake B2 and the 2nd sun gear 18s and 3rd sun gear 20s 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 transmission 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, so delicate switching is required to avoid engine revving and transmission locking. Control is required, and it is difficult to stably perform 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,
The objective is to provide a vehicle planetary gear system with five forward gears, a wide gear ratio range, and easy shift 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 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 second sun gear and the third sun gear are connected to each other, the first carrier and the second ring gear are connected to each other, and the a first ring gear, a second carrier, and a third carrier are coupled to each other; the third ring gear and the output member are coupled to each other; and (b) a first sun gear is selectively coupled to the input member. an engagement device; a second engagement device that selectively couples the first ring gear, the second carrier, and the third carrier to the input member; and a second engagement device that selectively couples the second sun gear and the third sun gear to the input member. a fourth engagement device that selectively connects the first carrier and the second ring gear to the position fixing member; and a fourth engagement device that selectively connects the first ring gear, the second carrier, and the third carrier to the position fixing member. and a sixth engagement device that selectively connects the second sun gear and the third sun gear to the position fixing member.

Operation: By doing this, the first and fourth engagement devices
When the input member and the first sun gear are connected at the same time, and the first carrier and the second ring gear are connected to the position fixing member at the same time, a first gear with the largest transmission ratio is obtained. The input member and the first
When the sun gear and the first ring gear, second carrier, and third carrier are connected simultaneously to the position fixing member, the second gear has a smaller gear ratio than the first gear.
A high gear stage can be obtained. When the input member and the first sun gear and the second and third sun gears and the position fixing member are simultaneously connected by the first!third and sixth engagement devices, the second gear stage A third gear with a smaller transmission ratio can also be obtained. When the input member and the first sun gear and the input member and the first ring gear, the second carrier, and the third carrier are simultaneously connected by the first and second engagement devices, the third speed is reached. A gear ratio smaller than the gear stage (=
A fourth gear of 1.0) is obtained. 2nd and 6th
When the input member and the first ring gear, second carrier, and third carrier are simultaneously connected by the engagement device, and between the second and third sun gears and the position fixing member, the fourth speed gear is connected. A fifth gear with a smaller gear ratio than the fifth gear is obtained.

Further, the third engagement device and the fifth engagement device provide connections between the input member and the second sun gear and the third sun gear, and between the first ring gear, the second carrier, the third carrier, and the position fixing member. When both are connected at the same time, a reverse gear is obtained. Then, as necessary, the third engagement device and the fourth engagement device are used to connect the input member and the second sun gear and the third sun gear, and between the first carrier and the second sun gear.
When the 17-ring gear and the position fixing member are connected at the same time, a second reverse gear with a larger gear ratio than the reverse gear is obtained.

Effects of the Invention Therefore, according to the present invention, five forward gears and a wide gear ratio range can be obtained by selectively operating the engagement device, so that it is possible to achieve both high-speed running and starting and climbing performance. can. In addition, when changing the gear stage, so-called input 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, so it is extremely easy to control the gear. It becomes.

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 (in some cases, a plurality of engagement devices may be configured as a single product having multiple functions).

EXAMPLE Hereinafter, an example of the present invention will be described 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. Shaft 14, first planetary gear unit 16, second planetary gear unit 18, third planetary gear unit 20
, and an output gear 22. The input shaft 14 is connected to a vehicle engine 26 via a torque converter 24, and the output gear 22 is connected to drive wheels of the vehicle via a differential gear device (not shown). In this embodiment, the input shaft 14 and the output gear 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 lO and the torque converter 24 are configured line-symmetrically with respect to the axis, the first
In the skeleton diagram of the figure, the lower side of the axis is omitted.

The first planetary gear unit 16, the second planetary gear unit 18, and the third planetary gear unit 20 each constitute a well-known single pinion type planetary gear unit. 1st
The planetary gear device 16 includes a first sun gear 16S1 a first planetary gear 16P1 a first carrier 16c1 a first ring gear 16r.
A first m-th star gear 16p rotatably supported by a first carrier 16c is located between and meshed with the first sun gear 16s and the first ring gear 16r. Further, the second planetary gear device 18 includes a second sun gear 18s1 a second planetary gear 18p1 a second carrier 18
c, a second planetary gear tsp comprising a second ring gear 18r and rotatably supported by a second carrier 18c;
is located between and meshed with the second sun gear 18s and the second ring gear 18r. And the third
The planetary gear device 20 includes a third sun gear 20s, a third planetary gear 20p, a third gear rear 20c, and a third ring gear 20r.
A third planetary gear 20p rotatably supported by a third carrier 20c is located between and meshed with the third sun gear 20s and the third ring gear 20r.

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

1 to a first clutch that selectively connects the first sun gear 16s to the input shaft 14, and a second clutch that selectively connects the first ring gear 16r, second carrier 18c, and third carrier 20c to the input shaft 14. 2 to the clutch, 3 to the third clutch for selectively coupling the second sun gear 18s and the third sun gear 20s to the input shaft 14, and the first carrier 16.
c and the second ring gear 18r to the transmission case 12;
A second brake B2 selectively connects the ring gear 16r, the second carrier 18c, and the third carrier 20c to the transmission case 12, and the second sun gear 18s and the third sun gear 20s are connected to the transmission case 1.
A third brake B3 selectively coupled to 2 is provided.

The first clutch 1, the second clutch 2, the third clutch 3, the first brake Bl, the second brake B2, and the third brake B3 are of the type commonly used in conventional automatic transmissions for vehicles. It is operated by a hydraulic actuator and consists of a multi-disc clutch, one band brake, or two band brakes wrapped in opposite directions.

Also, between the first brake B1 and the first carrier 16c and the second ring gear 18r, between the second brake B2 and the second gear rear 18c and the third carrier 20c, or between the third brake B3 and the second sun gear 18s. A connecting member may be appropriately provided between the third sun gear 20s and the third sun gear 20s as necessary. Similarly, in the case of the first clutch Kl and the first sun gear 16s, the second clutch Kl and the first ring gear 16
r or between the second carrier 18c and the third clutch.
and the second sun gear 18s, each planetary gear device 16.1
8. Between each element constituting 20, the third ring gear 2Or
A connecting member may be interposed between the output gear 22 and the output gear 22 as necessary. In this embodiment, the first clutch is 1, the second clutch is 2, the third clutch is 3, the first brake Bl, the second brake B2, and the third brake B3 are as follows.
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, the operating state is indicated by the circle circle in FIG. , the first brake B1, the second brake B2, and the third brake B3 are actuated simultaneously by the hydraulic actuator to establish a desired gear, and one of the two brakes is activated by the other. By switching, five forward speeds and two reverse speeds can be sequentially changed. In FIG. 2, the gear ratio ρ1 of the first planetary gear unit 16 is 0.380, and the gear ratio ρ1 of the second planetary gear unit 18 is 0.380.
The gear ratio (rotational speed of input shaft 14/rotational speed of output gear 220) of each gear is shown when the gear ratio ρ2 of is 0.265 and the gear ratio ρ3 of the third planetary gear device 20 is 0.471. ing.

In addition, the number of teeth of the first sun gear 16s is zl, 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 18r is Ztr, and the third sun gear 20s. The number of teeth of the third ring gear 2Or is 20, and the number of teeth of the third ring gear 2Or is 23r, then the gear ratio ρ is Z, , /Z, ,
, gear ratio ρ8 is Z t-/Z t, , gear ratio ρ is Z. /2. , is.

The operation of each gear will be explained below.

First, in the case of the first gear, the first clutch 1 and the first brake B1 are actuated, so that the space between the input shaft 14 and the first sun gear 16s, and between the first carrier 16c and the second Ring gear 18r and transmission case 12 are connected. As a result, the power input from the input shaft 14 to the first sun gear 16s is
It is transmitted to the first ring gear 16r via the first planetary gear 16p, and is transmitted from the second carrier 18c to the second sun gear 18s and the third sun gear 20s via the second planetary gear 18p. Then, it is transmitted from the third sun gear 20s to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p.

A part of the power transmitted to the third sun gear 20s in this way is transferred to the third carrier 20 via the third planetary gear 20p.
c to the second carrier 18c, and is again transmitted to the second sun gear 18s and the third sun gear 20s via the second planetary gear 18p. At this time, since the first carrier 16c and the second ring gear 18r are in a non-rotating state, the first ring gear 16r1 and the second carrier 18c
, the third carrier 20c, the second sun gear 18s, and the third sun gear 20s are rotated in the opposite direction with respect to the human power shaft 14, so the output gear 22 is rotated in the same positive rotation direction with respect to the input shaft 14 with the gear ratio ρ, /ρ, (ρ3-ρ2).

In the case of second gear, the first and second clutches
By operating the brake B2, the human power shaft 14
and the first sun gear 16s, and between the first ring gear 16r, the second carrier 18C1, and the third carrier 20.
c and the transmission case 12 are connected. Thereby, the power input from the input shaft 14 to the first sun gear 16s is transmitted to the first carrier L6c and the second ring gear 18r via the first planetary gear 16p, and is transmitted to the second sun gear via the second planetary gear 18p. 18s and third sun gear 20s, and is transmitted to third ring gear 20r and output gear 22 via third planetary gear 20p. At this time, since the first ring gear 16r, the second carrier 18c, and the third carrier 20c are in a non-rotating state, the second sun gear 18s1 and the third sun gear 20s are rotated in the opposite direction to the input shaft 14. Third
The ring gear 2Or and the output gear 22 are rotated in the same direction as the input shaft 14. As a result, the output gear 22 rotates in the same positive rotation direction with respect to the input shaft 14 at a gear ratio ρ2 (1+ρ
, )/ρ, ρ3.

In the case of the third gear, the first clutch Kl and the third
By operating the brake B3, the input shaft 14
and the first sun gear 16s, and the second sun gear 1
8s and third sun gear 20s and the transmission case 12 are connected. As a result, the input shaft 14
The power input to the first sun gear 16s is transmitted to the first carrier 16c and the second ring gear 18r via the first planetary gear 16p, and is transmitted to the first ring gear 16r1, second carrier 18C1 and the second carrier 18C1 via the second planetary gear 18p. The signal is transmitted to the third carrier 20c, and then to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p. A part of the power transmitted as described above is returned from the first ring gear 16r to the first carrier 16C via the first planetary gear 16p. At this time, the second sun gear 18s
Since the third sun gear 20s is in a non-rotating state, the first ring gear 16r, the second carrier 18C1, the third carrier 20c, and the third ring gear 20r are connected to the input shaft 14.
Since the output gear 22 is rotated in the same direction as the input shaft 14, the output gear 22 rotates in the same positive rotation direction as the gear ratio (ρ1+ρ2(
1+ρ1))/ρ, (1+ρ,).

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 sun gear 16s, and between the input shaft 14 and the first ring gear 16r, the second carrier 18c, and the third
The carrier 20c is connected to the carrier 20c. As a result, the relative rotation of each element of the planetary gear system 16, 18, 20 is prevented and the whole is rotated as a unit, so that the output gear 22 is rotated in the same positive rotation direction with respect to the input shaft 14 at a gear ratio l. and rotated.

In the case of fifth gear, the second and third clutches
By operating the brake B3, the input shaft 14
and the first ring gear 16r, the second carrier 18C1 and the third carrier 20c, and the second sun gear 18
s and the third sun gear 20s and the transmission case 12 are connected. Thereby, the power input from the input shaft 14 is exclusively transmitted from the third carrier 20c to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p. At this time, the second sun gear 1
8s and the third sun gear 20s are in a non-rotating state, when the third carrier 20c is rotated in the same direction as the input shaft 14, the output gear 22 is rotated in the same positive rotation direction with respect to the input shaft 14, and the gear ratio l is changed. /(1+ρ,).

In the case of reverse gear, by operating the third clutch and the second brake B2, a gap between the input shaft 14 and the second sun gear 18s and the third sun gear 20s is generated.
And, the first ring gear 16r, the second carrier 18c
s and the third carrier 20C and the transmission case 12 are connected. As a result, the input shaft 14
The power input from the third sun gear 20s is exclusively transmitted to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p. At this time, the third carrier 2
Since 0c is in a non-rotating state, the output gear 22 is rotated in the opposite rotation direction with respect to the input shaft 14 and is rotated at a reduced speed at a speed ratio of -1/ρ.

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 second sun gear 18s
and third sun gear 20s, and between first carrier 16c and second ring gear 18r and transmission case 12. Thereby, the power input from the input shaft 14 is transmitted from the third sun gear 20S to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p, and a part of the power thus transmitted is transmitted to the third ring gear 2Or and the output gear 22. is returned from the third carrier 20c and the second carrier 18c to the second sun gear 18s via the second planetary gear 18p, and from there is transmitted again to the third sun gear 20s. At this time, the first key middle rear 16c and the second
Since the ring gear 18r is in a non-rotating state, the second sun gear 18s, the third sun gear 20s, the first ring gear 16r, the second carrier 18c, and the third carrier 20c are rotated in the same rotational direction as the input shaft 14, so that the output The gear 22 is rotated in a direction opposite to the input shaft 14, and is rotated at a reduced speed at a speed ratio of -(l+ρ2)/(ρ, -ρ2).

As mentioned above, according to the transmission lO 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 forward gears and a wide gear ratio range can be obtained, making it possible to achieve both high speed running and start/uphill performance. In addition, when changing gears, so-called input switching is not required, and the speed can be changed simply by controlling the actuators for switching the operating states of the two engagement devices, so the speed change control is extremely easy. It becomes easier.

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 stepped variable transmission for a vehicle 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 this embodiment, the second sun gear 1
Since the second sun gear 18s and the third sun gear 20s are integrally connected to each other, the second sun gear 18s and the third sun gear 20s can be formed of a long pinion with a long tooth width formed on a common member, In such a case, there are advantages that the number of man-hours for manufacturing parts, the number of parts, and the number of assembly man-hours are reduced, and the dimension in the axial direction is reduced.

Further, according to the transmission lO of this embodiment, the gear ratio ρ1. Since ρ2°ρ3 can take appropriate values, the outer shape can be reduced efficiently.

Further, according to this embodiment, there is no need for a shaft passing through the axes of the second sun gear 18g and the third sun gear 20s, so there is an advantage that the diameter is small in this respect as well.

Further, according to this embodiment, the second planetary gear 18p and the third
By aligning the rotation centers of the planetary gears 20p, the second gear rear 18c and the third carrier 2 are arranged to rotatably support the second planetary gears 18p and the third planetary gears 20p.
It is possible to unify the pinion bins provided at 0c and 0c, which has the advantage of being structurally advantageous.

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.
Input shaft 14 is first sun gear 163%, second sun gear 18s
, and the axes of the third sun gear 20s, and the engine 26 and torque converter 24 are disposed on the output gear 22 side. The above-mentioned transmission 30 is disposed within a transaxle of a horizontally mounted FF vehicle. Due to the space in the engine room, the differential gear device 28 disposed inside the vehicle is located at the center side of the vehicle, that is, the transmission 30.
It is arranged on the output gear 22 side. Therefore, in this embodiment, since the differential gear device 28 and the output gear 22 can be located close to each other, the power is transmitted from the output gear 22 to the differential gear device 28 in parallel to the axis of the transmission 30. This has the advantage of eliminating the need for a force-bearing shaft. In addition to this, in FIG. differential gearing 28 via a countershaft meshing with 22;
Power may also be transmitted to.

Next, in the transmissions 10 and 30, each engagement device may be configured by a combination of a multi-disc clutch, a band brake 8, a one-way clutch, etc., and will be exemplified below.

For example, the first engagement device may include a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG. 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 gear 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, the one-way clutch 46 is used when the vehicle is coasting, etc. Since power transmission is cut off, there is no engine braking effect when driving down or coasting, improving fuel efficiency and quietness of the vehicle. Also, the first gear, the second gear, the third gear, or the fourth gear and the fifth gear
Since the one-way clutch 46 is automatically disengaged when changing gears, 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. 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 be configured as shown in FIG. 4 or 5, and even if it is configured in this way, it can be used in place of the second clutch 2. This has the advantage that when the vehicle is running in the fourth and fifth gears, fuel efficiency and quietness can be improved for the same reason as in the above embodiment.

Further, the third engagement device includes one configured as shown in FIG. 4 or 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 provided in parallel, or a multi-disc clutch 44 and a one-way clutch 50 connected in parallel to each other as shown in FIG. 7 may be used. The third clutch may also 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 stage where the first clutch Kl is engaged at the same time, 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. Shift control becomes easy between high gears.

The fourth mooring device is configured as shown in FIG. 4 or FIG. 5, and 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 instead of 1. 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 is used in addition to members (first carrier 16c and second ring gear 18r in this embodiment) whose rotation is to be braked during positive torque transmission that transmits power from the input shaft 14 to the output gear 22. In this embodiment, the engagement direction or winding direction is set so that the engagement torque is such that the output gear 22 is prevented from rotating in response to the reaction force generated by the gear, but allows rotation in the opposite direction. When power is being transmitted from the input shaft 14 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, canceling the engine braking action, and shifting the first gear to the input shaft 14. Fuel efficiency and quietness during gear travel are improved, and shift control between the first gear and other forward gears becomes easier. 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 third clutch 3 and the reverse gear is selected, the one-way clutch 5 is operated as in the previous embodiment.
The release action of 0 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. 0 and FIG. 11 may also be used, and even if configured in this way, they can be used in place of the third brake B3. In this embodiment as well, the disengagement nature of the one-way clutch 46 is improved as in the previous embodiment, and the shift control between the third gear and the fourth gear becomes easy. Also, the third brake B3 is applied to the second clutch.
When the fifth gear is selected by operating the one-way clutch 50, the releasing action of the one-way clutch 50 improves fuel efficiency and quietness when driving in the fifth gear.

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.

Furthermore, in the above-mentioned embodiment, the fourth gear was established by simultaneously connecting the first clutch with 1 and the second clutch with 2; It may be established by simultaneously connecting at least two of 3 to a 3 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 is a schematic diagram showing the configuration of main parts of a power transmission device including a planetary gear transmission for a vehicle, which is an embodiment of the present invention. 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. 10.30: Planetary gear type transmission for vehicles 12 Nidor transmission case (position fixing member) 14
: Input shaft (input member) 16: First planetary gear device 18: Second planetary gear device 20: Third planetary gear device 22: Output gear (output member) 16S: First sun gear 16p: First planetary gear 16c: First planetary gear device 1 carrier 16r: 1st ring gear 18S: 2nd sun gear 18p: 2nd planetary gear 18C: 2nd carrier 18': 2nd ring gear 20s: 3rd sun gear 20p: 3't1 star gear 20c: 3rd carrier 20r=th 3 ring gear + 1st clutch (first engagement device -) K2: Second clutch (second engagement device) K3: Third clutch (third engagement device) B1: First brake (fourth engagement device) ) B2: Second brake (fifth engagement device) Bl third brake (sixth engagement device)

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 transmission for a vehicle of a type in which a planetary gear 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 second sun gear and the third sun gear are connecting each other, connecting the first carrier and the second ring gear to each other, connecting the first ring gear, the second carrier, and the third carrier to each other, and connecting the third ring gear and the output member to each other; a first engagement device that selectively couples the first sun gear to the input member; and a second engagement device that selectively couples the first ring gear, second carrier, and third carrier to the input member. , a third engagement device that selectively connects the second sun gear and the third sun gear to the input member, and a fourth engagement device that selectively connects the first carrier and the second ring gear to the position fixing member. , a fifth engagement device that selectively connects the first ring gear, the second carrier, and the third carrier to the position fixing member; and the second sun gear and the third carrier.
A planetary gear type transmission for a vehicle, comprising a sixth engagement device that selectively connects a sun gear to the position fixing member.