JPH01320366A - Speed changer of planetary gear type for vehicle - Google Patents

Abstract

PURPOSE:To obtain a wide gear ratio range by linking 1st, 3rd ring gears and 1st, 2nd, 3rd sun gears to an input member via each engaging device and 1st carrier and 3rd sun gear to a position fixing member via each engaging device. CONSTITUTION:A 1st sun gear 16s, 2nd sun gear 18s and 3rd ring gear 20r are linked to an input shaft 14 via 1st clutch K1, a 1st ring gear 16r via a 2nd clutch K2 and a 3rd sun gear 20 via a 3rd clutch K3, and 1st carrier 16c and 2nd ring gear 18r are linked to a position fixing member 12 via a 1st brake B1, a 1st ring gear 16r via a 2nd brake B2 and a 3rd sun gear 20s via a 3rd brake B3. So the transmission gear stage of forward 5 stages and a wide gear ratio range can be obtd. and a gear change control becomes easy.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an improvement in a star gear transmission provided between a prime mover and a driving 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,
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 3't1 star gear device equipped with a third ring gear are sequentially provided on the same axis, and the rotation of the input member is controlled in stages. In a planetary gear transmission for a vehicle of a type in which the speed is changed and transmitted to an output member, (a) the first sun gear, the second sun gear, and the third ring gear are connected to each other, and the first carrier and the second ring gear are connected to each other. (b) the first sun gear, the second
a first engagement device that selectively connects a sun gear and a third ring gear to the input member; a second engagement device that selectively connects the first ring gear to the input member; and a second engagement device that selectively connects the first ring gear to the input member; a third engagement device selectively coupled to;
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 to the position fixation member;
and a sixth engagement device that selectively connects 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, the second sun gear, and the third ring gear are connected simultaneously, and the first carrier and the second ring gear are connected to the position fixing member at the same time, the first speed with the largest gear ratio is established. The gear stage is obtained. The first and fifth engagement devices connect the input member to the first sun gear and the second
When the sun gear and the third ring gear are connected simultaneously, and the first ring gear and the position fixing member are connected simultaneously, the first
A second gear with a smaller gear ratio than the second gear is obtained. When the input member and the first sun gear, second sun gear, and third ring gear are simultaneously connected by the first and sixth engagement devices, and between the third sun gear and the position fixing member, the second speed A third gear with a smaller transmission ratio than the third gear is obtained.

When the input member and the first sun gear, the second sun gear, and the third ring gear are simultaneously connected by the first and second engagement devices, and between the input member and the first ring gear, the third speed Gear ratio smaller than the gear stage (=1.0)
4th gear stage is obtained. When the input member and the first ring gear and the third sun gear and the position fixing member are simultaneously connected by the second and sixth engagement devices, the gear ratio is smaller than that of the fourth gear. Fifth gear is obtained.

Further, when the input member and the third sun gear and the first 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. and between the input member and the third sun gear by the third engagement device and the fourth engagement device as necessary.
When the first carrier, the second 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 gears, so-called input switching is not required, and it is possible to change speeds simply by controlling the actuators for switching the operating states of the two engagement devices, so speed change control is extremely easy. 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, 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 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 the engine 26 of the vehicle via a torque converter 24, and the output gear 22 is connected to the drive wheels of the vehicle via a differential gear device (not shown). 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 10 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 device 16, the second planetary gear device 18, and the third planetary gear device 20 each constitute a well-known single pinion type planetary gear device. 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 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 18s, a second planetary gear 18p1, a second carrier 18
c, a second planetary gear 18p that includes a 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
The planetary gear device 20 includes a third sun gear 20s, a third planetary gear 20p, a third carrier 20c, and a third ring gear 2Or.
A third planetary gear 20p rotatably supported by a third carrier 20c is located between and meshed with the third sun gear 20s and third ring gear 2Or.

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

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

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 B1 and the first carrier 16c or the second ring gear 18r, between the second brake B2 and the first ring gear 16r, or between the third brake B3 and the third
A connecting member may be provided between the sun gear 20s and the sun gear 20s as necessary. Similarly, the first clutch is connected between 1 and the first sun gear 16s, the second clutch is connected between 2 and the first ring gear 16r, and the third clutch is connected between 3 and the third sun gear 20s.
A connecting member may be interposed between the third carrier 20c and the output gear 22 as necessary, between each element constituting each planetary gear set 16, 18, 20, and between the third carrier 20c and the output gear 22.
In this embodiment, the first clutch Kl, the second clutch 2, the third clutch 3, the first brake B1, the second brake B2, and the third brake B3 are the first engagement device, the second engagement device , corresponding to the third engagement device, the fourth engagement device, the fifth engagement device, and the sixth engagement device, respectively.

In the transmission 10 configured as described above, for example, as indicated by the O mark in FIG. 2, the operating state is 1 for the first clutch, 2 for the second clutch, 3 for the third clutch, 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 device 1
6 gear ratio ρ is 0.297, the gear ratio ρ2 of the second planetary gear unit 18 is 0.391, and the gear ratio ρ3 of the third planetary gear unit 20 is 0.299. (rotational speed of input shaft 14/rotational speed of output gear 22)
It is shown.

Note that the number of teeth of the first sun gear 16s is Zll, the number of teeth of the 11th J gear 16r is Zlr, and the number of teeth of the second sun gear 18S is Z. , the number of teeth of the second ring gear 18r is Z 2r, and the number of teeth of the third sun gear 20s is Z 3%s Third ring gear 2
If the number of teeth of Or is Z ffr, the above gear ratio ρ is Z
l − / Z 1r, gear ratio ρ2 is Z ,, / Z
2r, gear ratio ρ, is Z. /Z, .

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 Bl are operated, thereby reducing the gap between the input shaft 14 and the first sun gear 16s, second sun gear 18s, and third ring gear 20r. , and the transmission case 12 is connected to the first carrier 16c and the second ring gear 18r. As a result, the power input from the input shaft 14 is exclusively transmitted to the second sun gear 18.
S to the second carrier 18c via the second planetary gear 18p
, is transmitted to the output gear 22. At this time, since the first carrier 16c and the second ring gear 18r are in a non-rotating state, the second carrier 18C1 and the third carrier 20C1
The output gear 22 is rotated in the same direction with respect to the input shaft 14, and the output gear 22 is rotated at a reduced speed with respect to the input shaft 14 in the same positive rotation direction at a speed ratio (1+ρt)/ρ2.

In the case of second gear, the first and second clutches
By operating the brake B2, the input shaft 14
and the first sun gear 16s, the second sun gear 18s, and the third ring gear 20r, and the first ring gear 1
6r and the transmission case 12 are connected. As a result, a part of the power input from the input shaft 14 is transmitted from the first sun gear 16s to the first carrier 16c and the second ring gear 18r via the first planetary gear 16p, and from the second ring gear 18'' to the second ring gear 18r. 2 planetary gear 1
It is transmitted to the second carrier 18c and the output gear 22 via 8p. Further, the other part is transmitted from the second sun gear 18s to the second carrier 18c and the output gear 22 via the second planetary gear 18p.

At this time, since the first ring gear 16r is in a non-rotating state, the first carrier 16c and the second ring gear 18
r, the second carrier 18c, the third carrier 20c, and the output gear 22 are rotated in the same direction as the input shaft 14, and the output gear 22 is rotated in the same positive rotation direction with respect to the input shaft 14 at a gear ratio (1+ρ1 )(1+ρ,)/(ρ2+ρ,(
1+ρ2)).

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, the second sun gear 18s, and the third ring gear 2Or, and the third sun gear 20
s and the transmission case 12 are connected. Thereby, the power input from the input shaft 14 is exclusively transmitted from the 317th ring gear 2Or to the output gear 22 via the third planetary gear 20p. At this time, since the third sun gear 20s is in a non-rotating state, the output gear 22 is rotated in the same positive rotation direction with respect to the input shaft 14 at a gear ratio (l+ρ,
) to reduce the rotation speed.

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, the second sun gear 18s, and the third ring gear 20r, and between the input shaft 14 and the first sun gear 16S, the second sun gear 18s, and the third ring gear 20r.
The ring gear 16r is connected to the ring gear 16r. 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 whole, 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.
It can be rotated by.

In the case of fifth gear, the second and third clutches
By operating the brake B3, the human power shaft 14
and the first ring gear 16r, and between the third sun gear 20s and the transmission case 12. As a result, the input shaft 14 is connected to the first ring gear 16.
The power input to r is exclusively transmitted to the first carrier 16c and the second ring gear 18'' via the first planetary gear 16p, and is transmitted to the second carrier 1 via the second planetary gear 18p.
8c, and is transmitted to the third carrier 20C1 and the output gear 22. Note that a part of the power transmitted in this manner is transmitted from the third carrier 20c to the third ring gear 20r via the third planetary gear 20p.

It is transmitted to the second sun gear 18s and the first sun gear 16s, and the second sun gear 18s and the first sun gear 1
6s, it is returned to the power transmission path. At this time, the first carrier 16c, the second ring gear 18r, the first sun gear 16s, the second sun gear 18s, and the third ring gear 2Or are rotated in the same direction as the input shaft 14, so the output gear 22 is rotated in the same direction as the input shaft 14. It is rotated at an increased speed in the same positive rotational direction as the shaft 14 at a speed ratio [1-ρ, (ρ2+ρ1(1+ρ2))].

In the case of reverse gear, the third clutch 3 and the second brake B2 are actuated, thereby reducing the distance between the human power shaft 14 and the third sun gear 20s and the first ring gear 1.
6r and the transmission case 12 are connected. As a result, the power manually applied from the human power shaft 14 to the third sun gear 20s is exclusively transmitted from the third sun gear 20s to the third sun gear 20s.
It is transmitted to the third ring gear 20r1, the second sun gear 18s, and the first sun gear 16s via the planetary gear 20p.

A part of the power is transmitted from the first sun gear 16s to the first carrier 16C and the second ring gear 18r via the first planetary gear 16p, and also to the second carrier 113c and the second ring gear 18r via the second planetary gear 18p. 3 carrier 2
0c, and is transmitted to the output gear 22. Further, the other part is transmitted from the second sun gear 18s to the second carrier 18c, third carrier 20C1, and output gear 22 via the second planetary gear 18p. In addition, the third carrier 20C
A part of the power transmitted to the third carrier 20C is transmitted again to the third ring gear 2Or via the third planetary gear 20p. At this time, since the first ring gear 16r is in a non-rotating state, the first carrier 16c, the second ring gear 18r, the second carrier 18c, the third carrier 20C1, and the output gear 22 are relative to the input shaft 14. The output gear 22 is rotated in the opposite direction, and the output gear 22 is rotated in the opposite direction.
4, and the gear ratio -[l-ρ, (ρ2+ρ, (1+ρ, ))]/ρ3(ρ
2+ρ, (1+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 B1, the human power shaft 14 and the third sun gear 20s
and between the first carrier 16c and the second ring gear 18r and the transmission case 12. Thereby, the power manually applied from the input shaft 14 is transmitted from the third sun gear 20s to the third ring gear 2Or and the second sun gear 18s via the third planetary gear 20p. Then, it is transmitted to the second carrier 18c, third carrier 20C1, and output gear 22 via the second planetary gear 18p. In addition, in this way, the third carrier 20c
A part of the power transmitted to the third ring gear 2Or is transmitted again to the third ring gear 2Or via the third planetary gear 20p. At this time, since the first carrier 16c and the second ring gear 18r are in a non-rotating state, the third ring gear 20r, the second sun gear 18s, the first sun gear 16s, the second carrier 18c1, the third carrier 20c.

and the output gear 22 are rotated in the opposite rotational direction to the input shaft 14. Therefore, the output gear 22 is rotated in a direction opposite to the input shaft 14 and rotated at a reduced speed at a speed ratio of -(l-ρ2ρ, )/ρ2ρ.

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 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 IO 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 this embodiment, the first sun gear 1
6s and the second sun gear 18s are integrally connected to each other, the first sun gear 16s and the second sun gear 18s can also be configured with a long pinion with a long tooth width formed on a common member. In such a case, there are advantages in that the number of man-hours for manufacturing parts, the number of parts, and the number of assembly man-hours are reduced, and the axial dimension is reduced.

Further, according to the transmission 10 of this embodiment, the gear ratio ρ3. Since ρ2゜ρ can take an appropriate value, the outer shape can be reduced efficiently.

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 also an advantage in that the diameter is small.

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.
The input shaft 14 has a first sun gear 16s and a 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 counter shaft. In addition, in FIG. 3, the first clutch 1, the second clutch 2, and the third clutch 3 are disposed between the third brake B3 and the torque converter 24, or the output gear 22 is disposed between the third brake B3 and the torque converter 24. The power may be transmitted to the differential gear device 28 via a countershaft that meshes with the countershaft.

Next, in the transmissions IO 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 connects the input shaft 14 to the output gear 22.
It is configured to be engaged when torque is transmitted in the direction toward, and released when torque is transmitted in the opposite direction. According to this embodiment, the first gear stage and the second gear stage of the vehicle are
In the first gear, third gear, and fourth gear, the one-way clutch 46 cuts off power transmission in the opposite direction when the vehicle is coasting, so engine braking is applied when the vehicle is dismounting or coasting. There is no effect, and fuel efficiency and vehicle quietness are improved. 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.

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 4, when descending or coasting,
Engine braking can be applied as needed.

Further, the second engagement device may be configured as shown in the fourth section or in FIG. 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 is configured as shown in the fourth section or in FIG. 5, and as shown in FIG. It may consist of a one-way clutch 50 provided in parallel thereto, or it may consist of a multi-disc clutch 44 and a one-way clutch 50 connected in parallel to each other as shown in FIG. Even with this configuration, 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. Also, 3 in this third clutch is connected to the first clutch K.
1 and/or the second clutch 2 at the same time, it is possible to establish another fourth gear in which the connection state of each element is different from the fourth gear. In the fourth gear position where the first clutch Kl is engaged simultaneously, there is an advantage that fuel efficiency and quietness are improved by the release action of the one-way clutch 46, as described above. 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. A band brake 52 consisting of a single band 52a wrapped around a drum 56 fixed to a member to be rotationally braked as shown in FIG. 10, or a band brake 52 as shown in FIG. A band brake 54 or the like may be used in which a pair of bands 54a and 54b are wound around a drum 56 in opposite directions as shown in FIG. 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 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 human power shaft 14 to the output gear 22. The direction of engagement or the direction of winding is set so that the engagement torque is such that the reaction force is received and the rotation is prevented, but the rotation in the opposite direction is allowed. In this embodiment, when power is being transmitted from the output gear 22 toward the input shaft 14, the releasing action of the one-way clutch 46 allows the rotation of the member to be braked 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 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.

In the above embodiment, the fourth gear was established by simultaneously connecting the first clutch Kl and the second clutch 2, but the first clutch Kl and the second clutch 2, and the third clutch Kl and the second clutch 2 were connected simultaneously. may be established by simultaneously connecting at least two of 3.

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; Vehicle planetary gear transmission 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 18r: 2nd ring gear 20S = 3rd sun gear 20p: 3'f1 star gear 20C: 3rd carrier 20r: 3rd Ring gear Kl: First clutch (first engagement device) K2: Second clutch (second engagement device 1) K3: Third clutch (third engagement device) Bl: First brake (fourth engagement device) B2: Second brake (fifth engagement device) B3: 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, the planetary gears are sequentially provided on the same axis, and the rotation of the input member is changed in stages and transmitted to the output member. 3 ring gears are connected to each other, the first carrier and the second ring gear are connected to each other, the second carrier, the third carrier, and the output member are connected to each other, and the first sun gear, the second sun gear, and a first engagement device that selectively connects a third ring gear to the input member;
a second engagement device that selectively connects the first ring gear to the input member; a third engagement device that selectively connects the third sun gear to the input member; and the first carrier and second ring gear. a fourth engagement device that selectively connects the first ring gear to the position fixing member; a fifth engagement device that selectively couples the first ring gear to the position fixing member; and selecting the third sun gear as the position fixing member. 1. A planetary gear type transmission for a vehicle, characterized in that a sixth engagement device is provided which is connected to the vehicle.