JPH01320364A - Speed changer of planetary gear type for vehicle - Google Patents

Abstract

PURPOSE:To obtain a wide transmission gear ratio range by linking 1st ring gear, 1st, 2nd carriers and 1st, 2nd, 3rd sun gears to an input member via each engaging device and a 3rd ring gear, 1st, 2nd carriers and 1st, 2nd sun gears to a position fixing member via each engaging device. CONSTITUTION:A 1st ring gear 16r and 3rd sun gear 20s are linked to an input shaft 14 via a 1st clutch K1, 1st carrier 16c and 2nd carrier 18c via a 2nd clutch K2 and 1st sun gear 16s and 2nd sun gear 18s via a 3rd clutch K3, and a 3rd ring gear 20r is linked via a 1st brake B1, 1st carrier 16c and 2nd carrier 18c via a 2nd brake B2 and the 1st sun gear 16s and 2nd sun gear 18s via a 3rd brake B3. Consequently the transmission gear stage of forward five stages and a wide gear change 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 2. Description of the Prior Art and its Problems In vehicles, a star gear type transmission device suitable for automatically selecting a plurality of predetermined gears is 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 gear to 2nd gear,...
Similar to the above-mentioned planetary gear type transmission, there is a drawback that so-called input switching is performed, and since four frictional engagement devices must be controlled, -layer speed change control is 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, the first ring gear and the third sun gear are connected to each other, the first carrier and the second carrier are connected to each other, and the first ring gear and the third sun gear are connected to each other, and the first carrier and the second carrier are connected to each other, (b) selectively connecting the first ring gear and the third sun gear to the input member; a first engagement device that connects the first carrier and the second carrier to an input member; a second engagement device that selectively couples the first sun gear and the second carrier to the input member;
a third engagement device that selectively couples the sun gear to the input member; a fourth engagement device that selectively couples the third ring gear to the position fixing member; and a fourth engagement device that selectively couples the first carrier and the second carrier to the position fixing member. a fifth engagement device selectively coupled to;
The present invention further includes a sixth engagement device that selectively connects the first sun gear and the second sun gear to the position fixing member.

Operation: By doing this, the first and fourth engagement devices
between the input member and the first ring gear and third sun gear;
When the third ring gear and the position fixing member are connected at the same time, the first gear with the largest transmission ratio is obtained. between the input member and the first ring gear and the third sun gear, and between the first and fifth engagement devices;
When the carrier and the second carrier and the position fixing member are connected simultaneously, a second gear is obtained which has a smaller gear ratio than the first gear. When the input member and the first ring gear and the third sun gear and the first sun gear and the second sun gear and the position fixing member are simultaneously connected by the first and sixth engagement devices, the second speed A third gear with a smaller transmission ratio than the third gear is obtained. When the input member and the first ring gear and the third sun gear and the input member and the first carrier and the second carrier are simultaneously connected by the first and second engagement devices,
A fourth gear with a gear ratio (-1, 0) smaller than that of the third gear is obtained. By the second and sixth engagement devices,
If the input member and the first carrier and the second carrier are connected simultaneously, and the first sun gear and the second sun gear are connected to the position fixing member at the same time, the fifth speed gear ratio is lower than the fourth speed gear. A high gear stage can be obtained.

Furthermore, the third engagement device and the fifth engagement device simultaneously connect the input member and the first sun gear and the second sun gear, and the first carrier and the second carrier and the position fixing member. and reverse gear stage is obtained. Then, the input member and the first sun gear and the second sun gear and the third ring gear and the position fixing member are simultaneously connected by the third engagement device and the fourth engagement device as necessary. Then, a second reverse gear having a larger gear ratio than the reverse gear is obtained.

Effects of the Invention Therefore, according to the present invention, 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 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, making speed change control extremely easy. It will become.

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.

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 IO for a vehicle. In the figure, the transmission 10 includes an input shaft 14, a first planetary gear set 16, a second planetary gear set 18, and a third planetary gear set, which are sequentially arranged on a common axis in a transmission case 1'2 attached to a vehicle body.゛Equipped with a star gear device 20 and an output shaft 22. The input shaft 14 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 set 16, the second planetary gear set 18, and the third planetary gear set 20 constitute well-known single and nion type planetary gear sets, respectively. 1st
The planetary gear device 16 includes a first sun gear 16S, a first planetary gear 16p, a first carrier 16c, and a first ring gear 16r.
A first planetary gear 16p rotatably supported by a first carrier 16c is positioned 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 18s, a second planetary gear 18p, a second carrier 18
A second planetary gear 18p includes a C5 second ring gear 18r and is 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
i! The gear device 20 includes a third sun gear 20s, a third planetary gear 20p, a third carrier 20c, and a third ring gear 20r.
The third yt! is rotatably supported by the third carrier 20C! Star gear 20p is third sun gear 20s
and third ring gear 2Or, and is meshed with them.

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

1 to the first clutch that selectively connects the third sun gear 20s to the input shaft 14; 2 to the second clutch that selectively connects the first carrier 16c and the second carrier 18C to the input shaft 14; A third clutch selectively connects the first sun gear 165 and the second sun gear 18S to the input shaft 14, a first brake B1 selectively connects the third ring gear 20'' to the transmission case 12, and a first carrier 16c. and a second brake B2 that selectively connects the second carrier 18c to the transmission case 12, and a first sun gear 16s and a second sun gear 18s.
A third brake B3 selectively connects the transmission case 12 to the transmission case 12.

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.

Further, there is no connection between the first brake Bl and the third ring gear 20r, between the second brake B2 and the second carrier 18c, or between the third brake B3 and the first sun gear 16s and the second sun gear 18s. The member can be appropriately coated as needed. Similarly, the first clutch is connected between the gear 1 and the first ring gear 16r or the third sun gear 205, the second clutch is connected between the gear 2 and the first carrier 16C, and the third clutch is connected between the gear 3 and the first sun gear 16s or the second sun gear. 18S
A connecting member may be interposed as necessary between the third carrier 20c and the output shaft 22, between each element constituting each planetary gear device 16, 18, 20, and between the third carrier 20c and the output shaft 22. In this embodiment, the first clutch is 1 and the second clutch is 2.
, the third clutch is connected to the first brake Bl, the second brake B2, and the third brake B3. They correspond to the coupling device and the sixth engagement device, respectively.

In the transmission 10 configured as described above, for example, as shown by the ○ mark in FIG. 2, the first clutch Kl, the second clutch Kl, the second clutch Kl, the third clutch Kl, and the By simultaneously operating two of the first brake B1, second brake B2, and third brake B3 by a hydraulic actuator, a desired gear stage is established, and one of the two brakes is switched to the other one. As a result, five forward speeds and two reverse speeds can be sequentially changed. In FIG. 2, the first planetary gear set R1
6 gear ratio ρ is 0.613, the gear ratio ρ2 of the second planetary gear device 18 is 0.298, and the gear ratio ρ of the third idler gear device 20 is 0.410. The gear 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 Zls, the number of teeth of the first ring gear 16r is Zlr, the number of teeth of the second sun gear 18S is Zts, the number of teeth of the second ring gear 18r is Z2rs, and the number of teeth of the third sun gear 20s is Z. , 3rd ring gear 20r
When the number of teeth is 23r, the gear ratio ρ1 is Zls/Z
1F, gear ratio ρ2 is Zz-/Zzr, gear ratio ρ is 2°/Z1. It is.

Below, the operation of each gear will be explained.

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, and the third sun gear 20 are operated.
s, and between the 31st J gear 20r and the transmission case 12. Thereby, the power input from the input shaft 14 is exclusively 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, the third
Since the ring gear 20r is in a non-rotating state, the output shaft 22
is the gear ratio (1+ρ) in the same positive rotation direction with respect to the input shaft 14
, )/ρ.

In the case of the second gear, the first clutch Kl and the second
By operating the brake B2, the input shaft 14
between the first ring gear 16r and the third sun gear 20g, and between the first carrier 16c and the second carrier 1
8c and the transmission case 12 are connected. Thereby, the power input from the input shaft 14 is exclusively transmitted from the first ring gear 16r to the first planetary gear 16p to the first sun gear 16s and the second sun gear 18S, and from the second sun gear 18s to the second planetary gear. The signal is transmitted to the second ring gear 18r and the output shaft 22 via 18p. At this time, the first carrier 16c and the second carrier 1
8c is in a non-rotating state, the first sun gear 16s and the second sun gear 18s are rotated in the opposite direction to the input shaft 14, and the second ring gear 18r, third carrier 20c1 and output shaft 22 are rotated in the opposite direction to the input shaft 14. It is rotated in the same direction as the shaft 14. Therefore, the output shaft 22 is
It is rotated at a deceleration speed in the same positive rotation direction as that of 4 at a speed ratio ρ1/ρ2.

In the case of third gear, the first and third clutches
By operating the brake B3, the human power shaft 14
and between the first ring gear 16r and the third sun gear 20s, and between the first sun gear 16s and the second sun gear 1.
8s and the transmission case 12 are connected. As a result, the power input from the input shaft 14 is exclusively transmitted from the first ring gear 16r to the first carrier 16c and the second carrier 18c via the first planetary gear 16p, and from the second carrier 18c to the second planetary gear 16p. The signal is transmitted to the second ring gear 18r and the output shaft 22 via the gear 18p. At this time, the first sun gear 16s and the second sun gear 1
8s is in a non-rotating state, the first carrier 16c, the second carrier 18c, the second ring gear 18r, and the third
The carrier 20c and the output shaft 22 are rotated in the same direction as the input shaft 14. As a result, the output shaft 22 rotates in the same positive rotation direction as the input shaft 14 at the gear ratio (l + ρ,).
/(1+ρ2).

In the case of the fourth gear, the first clutch Kl and the second
2 is actuated by the clutch, the input shaft 14
and the first ring gear 16r and the third sun gear 20s, and between the input shaft 14 and the first carrier 16c and the second carrier 18c. As a result, the relative rotation of each element of the planetary gear system 16, 18, 20 is prevented and the entire element is rotated as one, so that the output shaft 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 between the first carrier 16c and the second middle rear 18c, and between the first sun gear 16S and the second sun gear 18.
s and the transmission case 12 are connected. Thereby, the power input from the input shaft 14 is exclusively transmitted from the second carrier 18c to the second ring gear 18r, the third carrier 20c, and the output shaft 2 via the second planetary gear 18p.
2. At this time, since the first sun gear 16s and the second sun gear 18s are in a non-rotating state, the second sun gear 16s and the second sun gear 18s are in a non-rotating state.
The ring gear 18r, the third carrier 20c, and the output shaft 22 are rotated in the same direction as the input shaft 14, and the output shaft 22 is rotated in the same positive rotation direction with respect to the input shaft 14 at a gear ratio of 1/2.
The rotation speed is increased at (1+ρ2).

In the case of reverse gear, the third clutch is operated to operate the third brake B2 and the second brake B2 causes a gap between the input shaft 14 and the first sun gear 163 and the second sun gear 18s.
and a first carrier 16c and a second carrier 18c
and the transmission case 12 are connected.

As a result, the power input from the input shaft 14 is exclusively
It is transmitted from the second sun gear 18s to the second ring gear 18r and the output shaft 22 via the second planetary gear 18p. At this time, since the first carrier 16c and the second carrier 18c are in a non-rotating state, the second ring gear 18r1
The third carrier 20c and the output shaft 22 are rotated in the opposite direction to the input shaft 14, and the output shaft 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -1/
The rotation is decelerated at ρ2.

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 Bl, the input shaft 14 and the first sun gear 16s
and the second sun gear 18s, and the third ring gear 20r and the transmision case 12 are connected. Thereby, the power input from the input shaft 14 is transmitted from the first sun gear 16s to the first ring gear 16r and the third sun gear 20s via the first planetary gear 16p.
The signal is transmitted to the first carrier 16c and the second carrier 18c. A portion of the power transmitted to the first ring gear 16r and the third sun gear 20s is transmitted from the third carrier 20c to the output shaft 22 via the third planetary gear 20p. The other part is transmitted from the second sun gear 18s to the first sun gear 16s again from the second ring gear 18r via the second planetary gear tsp. On the other hand, the first 74' 16g
The power transmitted from the second carrier 18c to the first carrier 16c and the second carrier 18c via the first planetary gear 16p is transmitted from the second sun gear 18s to the first sun gear 16s again via the second planetary gear 18p. be done. At this time, since the third ring gear 20r is in a non-rotating state, the first ring gear 16r and the third sun gear 20s
and second ring gear 18r1 third carrier 20c.

and the output shaft 22 are rotated in the opposite direction to the input shaft 14. Therefore, the output shaft 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -(l+
It is rotated at a deceleration rate of ρ2)/ρ, (ρ1-ρ2).

As mentioned above, according to the transmission 1o 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, making speed 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.

Furthermore, according to the speed change m10 of this embodiment, the output shaft 22 is located at one end of the transmission on the non-engine side, and the structure allows direct connection of the propeller shaft, making it suitable for FR vehicles. However, by replacing the output shaft 22 with an output gear, it can also be used in front-wheel drive vehicles.

Further, according to the transmission 10 of this embodiment, the third sun gear 2
Since there is no need for a shaft passing through the axis of 0s, there is an advantage that the diameter can be reduced.

Further, according to the transmission 10 of this embodiment, the gear ratio ρ5 of each planetary gear device 16, 18.20. Since ρ2°ρ is an appropriate value, the outer diameter can be effectively reduced by one layer.

Further, according to the transmission IO of this embodiment, the first planetary gear 1
6p1 second planetary gear 18p, and 3rd aM gear 20p
Since the relative rotational speed is relatively low, it has the advantage of providing high durability.

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 18.
It passes through the axes of S1 and third sun gear 20S, and 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 a counter shaft provided parallel to the axis of the transmission 4130 to transmit power to is not required. In addition, in Fig. 3, the first clutch Kl and the second clutch are
, 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. The one-way clutch 46 is configured to be engaged when torque is transmitted in the direction from the human power shaft 14 to the output shaft 22, and released when torque is transmitted in the opposite direction. According to this embodiment, in the first gear, second gear, third gear, and fourth/fourth gear of the vehicle, the one-way clutch 46 is used to move the reverse direction when the vehicle is coasting. Since the power transmission is cut off, there is no engine braking effect when descending or coasting, improving fuel efficiency and quietness of the vehicle. Further, when changing gears between the first gear, the second gear, the third gear, or between the fourth gear and the fifth gear, the one-way clutch 46 is engaged. Since this is automatically solved, there is no need for detailed adjustment of the shift timing, and shift control becomes simple.

The first engagement device also includes a multi-disc clutch 44 and a one-way clutch 46 connected in series, as shown in FIG.
and a multi-disc clutch 48 for engine braking provided in parallel therewith. Even with this configuration, it can be used instead of the first clutch 1.

In this way, in addition to obtaining the same effects as in the above embodiment, by selectively operating the multi-disc clutch 48, the engine brake can be applied as necessary when descending or coasting. can be made to work.

Further, the second engagement device may be configured as shown in FIG. In this way, when the vehicle is running in the fourth gear and the first 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 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 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 rotationally braking member as shown in FIG. 10, 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 receives a reaction force applied to a member (third ring gear 20r in this embodiment) whose rotation is to be braked during positive torque transmission that transmits power from the input shaft 14 to the output shaft 22. The direction of engagement or the direction of winding is set so as to provide an engagement torque that prevents rotation in the opposite direction, 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 one-way clutch 46
Due to the releasing action, the rotation of the member to be rotationally braked is allowed to rotate in the opposite direction, and the engine braking action is eliminated.
Fuel efficiency and quietness when traveling in the first gear are improved, and shift control between the first gear and other forward gears is facilitated. Further, when the first brake B1 is operated together with the third clutch 3 and the second reverse gear is selected, the releasing 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. 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 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 50 improves fuel efficiency and quietness when the vehicle is running 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. to, 3o: vehicle m! Gear type transmission 12 Transmission case (position fixing member) 14
: Input shaft (input member) 16: 1st i-th planetary gear device 18: 2nd planetary gear device 20: 3rd planetary gear device 22: Output shaft (output member) 23: Output gear (output member) 16S: 1st sun gear 16p :First planetary gear 16C:First carrier 16r:First ring gear 18s:Second sun gear 18p:Second planetary gear 18C:Second carrier 18r:Second ring gear 20s:Third sun gear 20p:Third planetary gear 20c; 3 carrier 20r: 3rd ring gear 1: 1st clutch (first engagement device) Kl 2nd clutch (second engagement device) KI 3rd clutch (third engagement device) B1: 1st brake (4th engagement device) (Engagement device) B2: Second brake (Fifth engagement device) 83゛: Third brake (Sixth engagement device) Applicant: Toyota Motor Corporation Figure 1 Figure 3 Figure 4 Figure 5 Figure 6 Fig. 7 Fig. 8 Fig. 9 Fig. 10 Porridge 111]

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