JPH02107850A - Planetary gear type transmission for vehicle - Google Patents

Abstract

PURPOSE:To simply and easily perform the switching control of coupling devices at the time of a speed change by using two casing pinion type planetary gear devices and a double pinion type planetary gear device and providing six coupling devices. CONSTITUTION:A double pinion type planetary gear device 16 and two single pinion type planetary gear devices 18 and 20 are provided. A sun gear 16s and a ring gear 18r and a sun gear 20s, a carrier 16c and a sun gear 18s, carriers 18c and 20c and an output gear 22 are integrally connected respectively. Six coupling means of clutch means K1-K3 and brake means B1-B3 are connected. Gear stages are obtained, no input switching is necessarily required in switching adjacent speed change gear stages, a speed change can be performed by only switching the operation conditions of two coupling devices, thus the speed change control can be performed very simply and easily.

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.

In prior art vehicles, planetary gear transmissions are often used, which are suitable for automatically selecting a plurality of predetermined gears. 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, JP-A-51-17767, JP-A-51-48062, JP-A-51-108,
As described in JP-A No. 168 and JP-A-51-108170 as the first embodiment, two single pinion type planetary gear units and one double pinion type planetary gear unit are used. A series of planetary gear transmissions for vehicles have been proposed. According to this, the structure is relatively simple, and five forward gears are provided, so that a wide gear ratio range can be ensured. Further, the gear ratio ρ (number of teeth of sun gear/number of teeth of ring gear) of the planetary gear devices used in each of the above embodiments is within the range of 0.3 to 0.6, and the outer diameter of the transmission is Relatively small (has the advantage of being

Problems to be Solved by the Invention By the way, in such a vehicle transmission, in order to obtain good power performance, the gear ratio (rotational speed of input member/output member) of each gear during deceleration shifting is important. It is desirable to set the speed ratio (rotational speed) to a value close to a geometric series, but in each of the conventional examples described above, the speed change ratio width between the first gear and the second gear is is extremely narrow,
It was not desirable to be installed in a passenger car or the like. Furthermore, if you simply try to set only the gear ratio to the desired value,
Another problem arises in that the gear ratio ρ of the planetary gear device becomes extremely large or small, and the outer diameter of the transmission becomes large.

Furthermore, when shifting from the first gear to the second gear, it is necessary to switch both the clutch and the brake, which requires switching a total of four engagement elements, making the switching control complicated. There was a problem. In particular, when switching the power input path by switching the clutch,
If the timing was off, the engine would rev up or the transmission would lock up, so it was necessary to perform delicate switching control.

The present invention has been made against the background of the above circumstances, and its object is to provide a transmission system in which two single pinion type planetary gear units and one double pinion type planetary gear unit are arranged. , it is possible to maintain the gear ratio ρ of each planetary gear device within an appropriate range and set the gear ratio of the gears to a value close to a geometric series, and also to control the switching of engagement devices such as clutches and brakes during gear shifting. It is an object of the present invention to provide a planetary gear type transmission for a vehicle that can be made simple and easy.

Means for Solving the Problems In order to achieve the object, the first means of the present invention is (
a) a first sun gear; at least a pair of first planetary gears that mesh with each other and one of which meshes with the first sun gear; a first ring gear that meshes with the other of the first planetary gears;
and a double pinion type first planetary gear device including a first carrier rotatably supporting the first planetary gear;
(b) a second sun gear; a second sun gear that meshes with the second sun gear;
a single-binion type second planetary gear device comprising a planetary gear, a second ring gear meshing with the second planetary gear, and a second carrier rotatably supporting the second planetary gear; and (C) a third sun gear. , a third planetary gear that meshes with the third sun gear, a third ring gear that meshes with the third planetary gear, and a third carrier that rotatably supports the third planetary gear. In a planetary gear transmission for a vehicle, the devices are sequentially provided on the same axis, and the rotation of a human-powered member is shifted in stages and transmitted to the output member, wherein (d) the first sun gear and the second ring gear; the first carrier and the second sun gear are connected to each other, the first carrier and the second sun gear are connected to each other;
a first engagement device that connects a carrier, a third carrier, and an output member to each other; and (e) selectively connects the first sun gear, second ring gear, and third sun gear to the input member; a second engagement device that selectively couples the ring gear to its input member; a third engagement device that selectively couples the first carrier and second sun gear to the input member; and a third engagement device that fixes the third ring gear in position. a fourth engagement device selectively coupled to the member; a fifth engagement device selectively coupled the first ring gear to the position fixing member; and a fifth engagement device selectively coupling the first carrier and the second sun gear to the position fixation member. A sixth engagement device coupled to the sixth engagement device is provided.

Further, a second means of the present invention is that the (a) first planetary gear device, (b) second planetary gear device, and (C) third planetary gear device are sequentially provided on the same axis, In a planetary gear transmission for a vehicle of a type in which rotation of an input member is changed in stages and transmitted to an output member, (f) the first sun gear and the third sun gear are connected to each other, and the first carrier and the third sun gear are connected to each other; two sun gears are connected to each other, the first ring gear and the second carrier are connected to each other, the second ring gear and the third carrier are connected to each other, and the third ring gear and the output member are connected to each other; (g) a first engagement device that selectively couples the first carrier and second sun gear to the input member; and a second engagement device that selectively couples the first ring gear and second carrier to the input member. a third engagement device that selectively couples the first sun gear and the third sun gear to an input member thereof; and a fourth engagement device that selectively couples the first ring gear and the second carrier to a position fixing member. a fifth engagement device that selectively couples the second ring gear and the third carrier to the position fixing member; and a sixth engagement device that selectively couples the first sun gear and the third sun gear to the position fixation member. It is characterized by being provided with a device.

In addition, the six engagement devices in the first means and second means selectively connect the elements provided respectively,
In other words, the clutch is disengaged as appropriate, and may be configured as appropriate using a multi-disc or band-type clutch or brake, a one-way clutch, or a combination thereof. Also,
Each engagement device may not only be configured independently, but also multiple engagement devices may be configured by a single product with multiple functions.

In the vehicular planetary gear transmission according to the first means, the first and fourth engagement devices provide a connection between the input member and the first sun gear, the second ring gear, and the third sun gear, and between the third ring gear and the third ring gear. When the position fixing member and the position fixing member are connected at the same time, the first gear with the largest transmission ratio is obtained. When the input member and the first sun gear, the second ring gear, and the third sun gear are simultaneously connected by the first and fifth engagement devices, and between the first ring gear and the position fixing member, the first speed A second gear with a smaller transmission ratio than the second gear is obtained. The first and sixth engagement devices provide connections between the input member and the first sun gear, the second ring gear, and the third sun gear, and between the first carrier and the second sun gear.
When the sun gear and the position fixing member are connected at the same time,
A third gear with a smaller transmission ratio than the second gear is obtained.

When the input member and the first sun gear, the second ring gear, and the third sun gear are simultaneously connected by the first and second engagement devices, and the input member and the third ring gear are connected simultaneously, the third speed gear A fourth gear with a gear ratio (=1.0) smaller than that of the fourth gear is obtained.

When the input member and the third ring gear and the first carrier and the second sun gear and the position fixing member are simultaneously connected by the second and sixth engagement devices, the fourth gear A fifth gear with a small transmission ratio is obtained.

If necessary, the input member and the third ring gear and the first ring gear and the position fixing member are simultaneously connected by the second and fifth engagement devices, thereby achieving the fifth speed. A sixth gear with a smaller transmission ratio than the second gear is obtained. Note that the fourth gear is the first and second gear.
, and the third engagement device, the input member is connected to the first sun gear, the second ring gear, and the third engagement device.
It is sufficient that at least two of the input member and the third ring gear are connected at the same time: between the sun gear, between the input member and the third ring gear, and between the input member and the first carrier and the second sun gear.
It is not limited to the first and second engagement devices.

Further, when the input member and the first carrier and the second sun gear and the first ring gear and the position fixing member are simultaneously connected by the third and fifth engagement devices, a reverse gear stage is obtained. . When the input member and the first carrier and the second sun gear and the third ring gear and the position fixing member are simultaneously connected by the third and fourth engagement devices as necessary, the above-mentioned A second reverse gear having a larger gear ratio than the reverse gear is obtained.

On the other hand, in the planetary gear type transmission for a vehicle according to the second means, the first and fourth engagement devices provide a connection between the input member and the first carrier and the second sun gear, and between the input member and the first carrier and the second sun gear.
When the ring gear, the second carrier, and the position fixing member are connected simultaneously, the first gear stage with the largest transmission ratio is obtained. between the input member and the first carrier and the second sun gear by the first and fifth engagement devices, and
When the second ring gear and the third carrier are connected to the position fixing member at the same time, a second gear is obtained which has a smaller gear ratio than the first gear. When the input member and the first carrier and the second sun gear and the first and third sun gears and the position fixing member are simultaneously connected by the first and sixth engagement devices, the second speed gear A third gear with a smaller gear ratio than the second gear is obtained. When the input member and the first carrier and the second sun gear and the input member and the first ring gear and the second carrier are simultaneously connected by the first and second engagement devices, the third speed gear A fourth gear with a gear ratio (=1.0) smaller than that of the fourth gear is obtained. between the input member and the first ring gear and the second carrier, and
When the first and third sun gears and the position fixing member are connected simultaneously, a fifth gear with a smaller gear ratio than the fourth gear is obtained. If necessary, the input member and the first ring gear and the second carrier, and between the second ring gear and the third carrier and the position fixing member are simultaneously connected by the second and fifth engagement devices. As a result, a sixth gear with a smaller gear ratio than the fifth gear is obtained. Note that the fourth gear stage is configured such that at least two of the first, second, and third engagement devices provide a connection between the input member and the first carrier and the second sun gear, and between the input member and the first ring gear. It is sufficient that at least two of the input member and the second carrier and the input member and the first and third sun gears are connected at the same time, and is not limited to the first and second engagement devices. .

Further, when the input member and the first and third sun gears and the second ring gear and the third carrier are simultaneously connected to the position fixing member by the third and fifth engagement devices, a reverse gear stage is established. is obtained.

Then, if necessary, the input member and the first... between the third sun gear and the first
When the ring gear, the second carrier, 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.

Embodiments Hereinafter, some embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a schematic diagram showing an example of a planetary gear transmission for a vehicle according to a first aspect of the present invention. The transmission case 12 includes an input shaft 14, a first planetary gear set 16, a second planetary gear set 18, a third planetary gear set 20, and an output gear 22 arranged in sequence on a common axis. Input shaft 14
is connected to the vehicle engine 26 via the torque converter 24.
The output gear 22 is connected to the drive wheels of the vehicle via a differential gear (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 10 and the torque converter 24 are configured line-symmetrically with respect to the axis, the lower side of the axis is omitted in the skeleton diagram of FIG. 1.

The first planetary gear device 16 is a double pinion type planetary gear device, and includes a first sun gear 16s, at least a pair of first planetary gears 16p that mesh with each other, and a first carrier 1.
6c, and a first ring gear 16r.
At least a pair of first planetary gears 16p rotatably supported by a carrier 16c are connected to a first sun gear 16s and a first sun gear 16s.
Located between the first planetary gear 16p and the ring gear 16r, one of the pair of first planetary gears 16p is meshed with the first sun gear 16s, and the other is meshed with the first ring gear 16r.

On the other hand, the second planetary gear device 18 and the third planetary gear device 2
0 constitutes a single pinion type planetary gear device. The second planetary gear device 18 includes a second sun gear 1
8s, a second planetary gear 18p1, a second carrier 18c, and a second ring gear 18r.
The second planetary gear 18p rotatably supported by the second sun gear 18s and the second ring gear 18r is meshed with the second sun gear 18s and the second ring gear 18r. Further, the third planetary gear device 20 includes a third sun gear 20s, a third planetary gear 20
p, third carrier 20c, and third ring gear 2Or
A third planetary gear 20p rotatably supported by a third carrier 20c is located between a third sun gear 20s and a third ring gear 20r and meshes with them.

Further, the transmission 10 has a first sun gear 16s.
The second ring gear 18r and the third sun gear 20s are integrally connected to each other, the first carrier 16c and the second sun gear 18s are integrally connected to each other, and the second carrier 1
8c, the third carrier 20c, and the output gear 22 are integrally connected to each other.

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

The first clutch 1, the second clutch 2, the third clutch 3, the first brake B1, the second brake B2, and the third brake B3 are of the type commonly used in conventional automatic transmissions for vehicles. The actuator is operated by a hydraulic actuator, such as a multi-disc clutch, a band brake with one band or two bands with opposite winding directions, or a one-way clutch. Further, the first clutch is connected between the gear 1 and the first sun gear 16s1, the second ring gear 18r or the third sun gear 20s, the second clutch is connected between the gear 2 and the third ring gear 20r, and the third clutch is connected between the gear 3 and the first carrier 16c. In between, a connecting member can be appropriately inserted as needed.

Similarly, between the first brake Bl and the third ring gear 20r, between the second brake B2 and the first ring gear 16r,
between the third brake B3 and the first carrier 16c or the second sun gear 18s, or between each planetary gear device 16, 18.
Also between each element constituting 20, between the second carrier 18c or the third carrier 20C and the output gear 22,
In this embodiment, the first clutch has 1, the second clutch has 2, the third clutch has 3, the first brake B1, the second brake B2, and the third brake B3. is the first engagement device, the second engagement device, and the third engagement device.
They correspond to the engagement device, the fourth engagement device, the fifth engagement device, and the sixth engagement device, respectively.

In the transmission 10 configured as above, for example,
As the operating state is indicated by the O mark in FIG. By activating two of them at the same time, a desired gear is established from six forward gears and two reverse gears, and when switching between adjacent gears, one of the two engagement devices is activated. All you have to do is switch one to the other. In FIG. 2, the gear ratio ρ of the first planetary gear unit 16 is 0.493, the gear ratio ρ2 of the second planetary gear unit 18 is 0.379, and the third planetary gear unit 20
The gear ratio (rotational speed of input shaft 14/rotational speed of output gear 22) of each speed change gear is shown when the gear ratio ρ is 0.400. This means that in the single pinion type second planetary gear unit 18 and third planetary gear unit 20, the rotation speed N1 of the ring gear, the rotation speed N0 of the carrier, and the rotation speed N of the sun gear are as follows, where the gear ratio is ρ. On the other hand, the rotation speed NR of the ring gear, the rotation speed NC1 of the carrier, and the rotation speed N of the sun gear in the double pinion type first planetary gear device 16 are expressed by the following equation, where the gear ratio is ρ. (2) and such (1)
It is determined based on the formula and formula (2). Note that the number of teeth of the first sun gear 16s is Z Is, and the number of teeth of the first ring gear 16r is
ZIP is the number of teeth of the second sun gear 18s, and Z is the number of teeth of the second sun gear 18s. , the number of teeth of the second ring gear 18r is Ztr, and the number of teeth of the third sun gear 20
The number of teeth of s is Z3s, and the number of teeth of the third ring gear 20r is 23.
If r, the gear ratio ρ1 is Z, /Z, , the gear ratio ρ2 is Zzs/Ztr, and the gear ratio ρ is Z2-/Z.
z4. It is.

N*=(1+ρ)Nc-J)Ns --・(1
)N brittleness=(1-ρ)Nc+ρNs -.-(2) Below, the operation of each transmission gear will be explained.

First, in the case of the first gear, the first clutch 1 and the first brake Bl are operated, so that the input shaft 14, the first sun gear 16s, the second ring gear 18r, and the third sun gear 20's are connected to each other. and between the third ring gear 20r and the transmission case 12. Thereby, the power input to the input shaft 14 is transmitted from the third sun gear 20s to the third carrier 20c and the output gear 22 via the third planetary gear 20p.

As a result, the output gear 22 is rotated at a reduced speed with respect to the input shaft 14 in the same positive rotation direction according to the speed ratio (l+ρ, )/ρ.

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 ring gear 18r and the third sun gear 20s, and the first ring gear 16.
r and the transmission case 12 are connected. As a result, a negative part of the power input to the input shaft 14 is transmitted from the second ring gear 18r to the second planetary gear 18p to the second carrier 18c and the output gear 22, while the other part is transmitted to the second carrier 18c and the output gear 22. , second sun gear 18s and first
The signal is transmitted to the carrier 16c and returned from the first sun gear 16s to the second ring gear 18r via the first planetary gear 16p. As a result, the output gear 22 rotates in the same positive rotation direction with respect to the input shaft 14 at the gear ratio (l-ρ1)(l+9g)/(1
−ρ1−ρ1ρt).

In the case of third gear, the first and third clutches
By operating the brake B3, the input shaft 14
and the first sun gear 16s, the second ring gear 18r, and the third sun gear 20s, and the first carrier 16c.
And the second sun gear 18s and the transmission case 12 are connected. Thereby, the power input to the input shaft 14 is transmitted from the second ring gear 18r to the second carrier 18c and the output gear 2 via the second planetary gear 18p.
2. As a result, the output gear 22 is connected to the input shaft 14.
The motor is rotated at a deceleration rate in the same forward rotational direction according to the gear ratio 1+ρ2.

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 16s1, the second ring gear 18r, and the third sun gear 20s, and between the input shaft 14 and the third ring gear 20r. This allows the first
Since the sun gear, carrier, and ring gear of the planetary gear set 16, the second planetary gear set 18, and the third planetary gear set 20 rotate integrally, the power input to the input shaft 14 is directly transmitted to the output gear 22. be done.

Therefore, the output gear 22 is rotated in the same positive rotation direction with respect to the input shaft 14 at a gear ratio of 1.

In the case of fifth gear, the second and third clutches
By operating the brake B3, the input shaft 14
and third ring gear 20r, and between first carrier 16c and second sun gear 18s and transmission case 12. As a result, input shaft 1
The power input to 4 is transmitted from the third ring gear 20r to the third ring gear 20r.
It is transmitted to the third carrier 20c via the planetary gear 20p, and a part of it is transmitted to the output gear 22, while the other part is transmitted to the second carrier 18c and the second planetary gear 18.
second ring gear 18r and third sun gear 2 via p
0s, and further returned to the third carrier 20c via the third planetary gear 20p. As a result, the output gear 22
is the gear ratio 1-ρ in the same positive rotation direction with respect to the input shaft 14
The rotation speed is increased at 2ρ.

In the case of 6th gear, the 2nd and 2nd clutches
By operating the brake B2, the input shaft 14
and third ring gear 20r, and between first ring gear 16r and transmission case 12. As a result, the power input to the input shaft 14 is
It is transmitted from the third ring gear 20r to the third carrier 20c via the third planetary gear 20p, and a part of it is transmitted to the output gear 2
2, while the other part is transmitted to the second carrier 18C.
and is transmitted to the second ring gear 18r via the second planetary gear 18p. A part of the power transmitted to the second ring gear 18r is returned from the third sun gear 20s to the third carrier 20c via the third planetary gear 20p. In addition, the other part is from the first sun gear 16s to the first planetary gear 16.
The first carrier 16c and the second sun gear 18 via p
's, and is further returned to the second ring gear 18r via the second planetary gear 18p. This results in output teeth!
22 is a gear ratio ((
1-ρl)-ρ2(ρ1+ρ, ))/(1-ρ1-ρ,
The rotation speed is increased at ρ2).

In the case of reverse gear, the third clutch is actuated and the second brake B2 is operated, thereby creating a gap between the input shaft 14, the first carrier 16c, and the second sun gear 18s.
Also, the first ring gear 16r and the transmission case 12 are connected. As a result, the input shaft 14
The input power is transmitted from the first carrier 16c to the first sun gear 16s and the second ring gear 18r via the first planetary gear 16p, and a part of it is transmitted to the second carrier 18c via the second planetary gear 18p. and is transmitted to the output gear 22, while the other part is returned from the second sun gear 18s to the first carrier 16c.

As a result, the output gear 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -ρ1(l+ρ,
)/(1-ρ1-ρ, ρt).

Furthermore, in this embodiment, a second reverse gear stage is obtained in which the vehicle is driven backwards at a gear ratio that is larger than that.

That is, by operating the third clutch 3 and the first brake B1, the input shaft 14 and the first carrier 16 are
c and the second sun gear 18s, and between the third ring gear 2Or and the transmission case 12. Thereby, the power input to the input shaft 14 is transferred from the second sun gear 18s to the second planetary gear 18p.
2nd ring gear 18r and 3rd sun gear 20 via
s, and further transmitted to the third carrier 20c via the third planetary gear 20p. A part of the power transmitted to the third carrier 20c is transmitted to the output gear 22, while the other part is transmitted to the second carrier 18c and returned to the second ring gear 18r via the second planetary gear 18p. .

As a result, the output gear 22 is rotated in the opposite rotation direction with respect to the input shaft 14, and the gear ratio -(1-ρ2ρ3
)/ρ2ρ3.

In this embodiment, six forward speeds and two reverse speeds can be selected, but five forward speeds and one reverse speed may be selected as required.

As described in detail above, according to the transmission 10 of the present embodiment, the 2Mi single pinion type planetary gear device 18.2
0 and one set of double pinion type planetary gear device 16 are arranged on a common axis, the structure is relatively simple, but the three clutches Kl and 2. to 3
and three brakes Bl, B2. Total 6 consisting of B3
By selectively operating the two engagement devices, five or more forward gears and a wide range of gear ratios can be achieved, making it possible to achieve both high-speed driving and start-up/mounting performance, as well as extremely detailed shifting. There is no need to further increase the rotational speed of the engine 26, and fuel efficiency and quietness can be improved.

Furthermore, when changing between adjacent transmission gears, there is no need for so-called input switching, in which the power input path is switched using a clutch, and the gear can be changed simply by switching the operating states of the two engagement devices. Shift control becomes extremely simple and easy.

Further, according to the transmission 10 of this embodiment, the gear ratio ρ7 of each planetary gear device 16, 18, 20. ρt.

While maintaining ρ within the range of 0.3 to 0.6, the gear ratios of the first to fourth gears are adjusted to each gear of the vehicle stepped transmission based on the characteristics of the engine 26. The gear ratio is close to the desired geometric series, and the ratio of the gear ratios of adjacent gears, that is, the interstage ratio, is set so that it gradually decreases as the gear becomes higher. For,
Excellent power performance can be obtained at all vehicle speeds from low to high speeds while keeping the transmission 10 relatively compact.

Further, according to the transmission device 10 of the present embodiment, since the gear ratio of the fifth gear is set to approximately 0.848, fuel efficiency and quietness during high-speed driving are improved, and
Compared to overdrive driving using a conventional automatic transmission, sufficient power performance can be obtained during acceleration and the like.

Further, according to the transmission 10 of the present embodiment, since the first sun gear 16s and the third sun gear 20s are integrally connected, the shafts for providing the sun gears 16s, 18s, and 20s are arranged in duplicate. It is possible to reduce the diameter of these components and to make the transmission IO even more compact.

Next, another embodiment of the first means 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.

First, in the transmission 30 shown in FIG.
4 passes through the axes of the first sun gear 16s and the third sun gear 20s, and the engine 26 and torque converter 24 are disposed on the output gear 22 side. The transmission 30 is normally installed inside the transaxle of a horizontally mounted FF vehicle, but is installed inside the transaxle in order to equally distribute the driving force output from the transmission 30 to the left and right drive wheels. It is desirable that the provided differential gear device 32 be placed near the center of the vehicle in relation to the space within the engine compartment. Therefore, in this embodiment, the differential gear 32 and the output gear 22 are located close to each other, and the axis of the transmission 30 is aligned in order to transmit power from the output gear 22 to the differential gear 32. This has the advantage of eliminating the need for a long counter shaft parallel to the . Note that 34 is a counter gear for making the rotation direction the same.

In addition, in the embodiment shown in FIG. 3 above, the first clutch is
, 2 on the second clutch and 3 on the third clutch between the first brake B1 and the torque converter 24.

Further, in the transmission device 10.30, each engagement device may be configured by a combination of a multi-disc clutch, a band brake, a one-way clutch, etc., and typical 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 done.

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 released when torque is transmitted in the opposite direction. According to such an engagement device, in the first gear, second gear, third gear, and fourth gear of the vehicle, the one-way clutch 46 is activated when the vehicle is coasting. Since power transmission in the opposite direction is cut off, there is no engine braking effect during descent or coasting, improving fuel efficiency and quietness of the vehicle.

In addition, when switching gears between the first gear, the second gear, the third gear, or the fourth gear, and the fifth gear and the sixth gear, Since the one-way clutch 46 is automatically disengaged, there is no need to make detailed adjustments to the shift timing, making shift control easier.

The engagement device shown in FIG. 5 is composed of 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. Similarly, the first clutch may be used as the first engagement device 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, the engine brake can be applied as necessary when descending or coasting. can be made to work.

Further, the engagement device configured as shown in FIG. 4 or 5 may be used as a second engagement device to connect the second clutch
It can also be used instead. In this way, when the vehicle is running in the 4th gear, 5th gear, or 6th gear, there is an advantage that fuel efficiency and quietness are improved for the same reason as in the above embodiment. .

The third engagement device may be configured as shown in FIG. 4 or 5, or may include a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG. It may consist of a one-way clutch 50 provided in parallel, 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. 3. One-way clutch 50 in the engagement device of FIG.
The one-way clutch 46 and the one-way clutch 46 are configured to have opposite directions of engagement. The engagement devices shown in FIGS. 4 to 6 have the advantage that fuel efficiency and quietness are improved by the disengaging action of the one-way clutch 46 when the vehicle is traveling backwards, as in the previous embodiment. Further, the third clutch 3 is engaged with the first clutch 1 and/or the second clutch 2 simultaneously, so that the fourth clutch 3 is engaged with the first clutch 1 and/or the second clutch 2 simultaneously.
It is possible to establish other fourth gears in which the connection state of each element is different from the first gear, but in the fourth gear in which the first clutch is engaged at the same time as 1, the same The release action of the directional clutch 46 has the advantage of improving fuel efficiency and quietness. In addition, 2
By using the engagement device shown in FIG. 6 or 7, fuel economy and quietness are improved by the automatic release action of the one-way clutch 50 in the fourth gear, which is engaged at the same time as the one-way clutch 50. , speed change control becomes easy between the fourth gear and the fifth or sixth gear.

The fourth engagement device is configured as shown in FIG. 4 or FIG. 5, or has a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG.
A multi-disc clutch 48 and a one-way clutch 50 connected in series are connected in parallel, and a multi-disc clutch 44 and a one-way clutch 50 connected in series are connected in parallel as shown in FIG. 10, a band brake 52 consisting of a 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. A pair of bands 54a and 54b are attached to the drum 56 as shown in FIG.
are wound in opposite directions to each other.
The one-way clutch 46, the band 52a1 of the band brake 52, and one band 54a of the band brake 54, which can be used in place of the first brake B1, transmit power from the input shaft 14 to the output gear 22. When a positive torque is transmitted, the reaction force applied to the member whose rotation is to be braked (the third ring gear 20r in the above embodiment) is prevented from rotating, but the engagement torque is such that the rotation is allowed to rotate in the opposite direction. An engagement direction or a winding direction is set. For example, in the engagement device shown in FIG. 4, FIG. 5, or FIG. 8, when power is transmitted from the output gear 22 toward the input shaft 14, the one-way clutch 46 is released. As a result of this action, the rotation of the member to be rotationally braked is allowed to rotate in the opposite direction, thereby eliminating the engine braking action, improving fuel efficiency and quietness when running in the first gear, and improving the speed between the first gear and other gears. Shift control between the forward gear and the forward gear becomes easy.

Also, when the first brake B1 is actuated together with the third clutch 3 and the second reverse gear is selected,
By using the engagement device shown in FIG. 8 or 9, fuel efficiency and quietness are improved by the releasing action of the one-way clutch 50.

Further, the fifth engagement device is shown in FIGS. 5, 8, 9, and 1.
0 and 11, or as shown in FIG. 12, a band brake 52 and a multi-plate clutch 58 may be provided in parallel, instead of the second brake B2. can be used. In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness during running in the second gear. Shift control between the gear stage and a forward gear stage higher than or equal to the third gear stage is facilitated. Furthermore, by using the engagement device shown in FIG. 8 or 9, the releasing action of the one-way clutch 50 improves fuel efficiency and quietness when the vehicle is running in the sixth gear or in the reverse gear.

In addition, the sixth engagement device is shown in FIGS. 5, 8, 9, and 1.
It may be as shown in Figure O, Figure 11, or Figure 12,
It can be used in place of the third brake B3. In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, for example, the third
Fuel efficiency and quietness when running in a high gear are improved, and shift control between the third gear and the fourth gear is facilitated. Further, by using the engagement device shown in FIG. 8 or 9, the releasing action of the one-way clutch 50 improves fuel efficiency and quietness when running in the fifth gear, and also improves fuel efficiency and quietness when running in the fifth gear. Shift control between the sixth gear and the sixth gear becomes easy.

The transmission 60 in FIG. 13 is the same as the transmission 10 in FIG.
, the first clutch Kl, the first brake B1, the second
This is an example in which the brake B2 and the third brake B3 are changed to the above-mentioned engagement devices.

Next, an example of a planetary gear type transmission for a vehicle according to the second aspect of the present invention will be explained.

FIG. 14 is a schematic diagram showing an example of a planetary gear type transmission for a vehicle according to the second means of the present invention, and this transmission 110
Transmission case 1 attached to the vehicle body
Input shafts 1 sequentially arranged on a common axis within 12
14, first planetary gear device 116, second planetary gear device 11
8, a third planetary gear device 120, and an output gear 122. The input shaft 114 is a torque converter 124
is connected to the vehicle engine 126 via the output gear 1
22 is connected to the drive wheels of the vehicle via a differential gear device (not shown). In this embodiment, the input shaft 1
14 and output gear 122 correspond to the input member and the output member, respectively. Also, transmission case 1
12 corresponds to a position fixing member. Note that the transmission 11
0 and the torque converter 124 are configured line-symmetrically with respect to the axis, so in the skeleton diagram of FIG. 14,
The lower side of the axis is omitted.

The first planetary gear device 116 is a double pinion type planetary gear device, and includes a first sun gear 116S, at least a pair of first planetary gears +16p that mesh with each other, a first carrier 116c, and a first ring gear 116r@. At least a pair of first planetary gears 116p rotatably supported by a first carrier 116c are located between a first sun gear 116s and a first ring gear 116r, and one of the pair of first planetary gears 116p is rotatably supported by a first carrier 116c. The other gear is meshed with the sun gear 116s, and the other gear is the first ring gear 11.
It is meshed with 6r.

On the other hand, the second planetary gear device 118 and the third planetary gear device 120 each constitute a single-binion type planetary gear device. The second planetary gear device 118 includes a second sun gear 118s-, a second planetary gear 118P, a second carrier 118c, and a second ring gear 118r, and includes a second planet rotatably supported by the second carrier 118C. The gear 118p is located between the second sun gear 118s and the second ring gears 1, 18r and meshes with them. Further, the third planetary gear device 120
Sun gear 120s, third planetary gear 120P.

Third carrier 120c and third ring gear 12Or
A third planetary gear 120p rotatably supported by a third carrier 120c is a third sun gear 120.
s and the third ring gear 120r, and is meshed with them.

Further, the transmission 110 has a first sun gear 11.
6s and third sun gear 120s are integrally connected to each other, first carrier 116c and second sun gear 118s are integrally connected to each other, and first ring gear 116r and second carrier 118c are integrally connected to each other. , second
Ring gear 118r and third carrier 120c are integrally connected to each other, and third ring gear 120r and output gear 122 are integrally connected to each other.

Then, the first carrier 116c and the second sun gear 11
8s to the input shaft 114; a second clutch 12 to selectively connect the first ring gear 116r and the second carrier l 18c to the input shaft 114; the first sun gear 116s and 13 to a third clutch that selectively connects the third sun gear 120s to the input shaft 114; a first brake Bll that selectively connects the first ring gear 116r and the second carrier 118C to the transmission case 112; and a second ring gear 118r. and a second brake B1 that selectively connects the third carrier 120c to the transmission case 112.
2, the first sun gear 116s and the third sun gear 120
A third brake B13 that selectively connects the transmission case 112 to the transmission case 112 is provided.

The first clutch Kll, the second clutch 12, the third clutch 13, the first brake Bll, the second brake B1
2. The third brake B13 is operated by a hydraulic actuator of a type commonly used in conventional automatic transmissions for vehicles, such as a multi-disc clutch or a brake.
The book or winding is constituted by a band brake with two bands in opposite directions, or a one-way clutch, or the like. In addition, the first clutch Kll and the first carrier 116
C, between the second clutch 12 and the first ring gear 116
13 and the first sun gear 116s or the third sun gear 120 between the third clutch and the second carrier 118C.
A connecting member may be appropriately provided between the s and the s as necessary. Similarly, the first brake Bll and the first ring gear 11
6r or the second carrier 118c, the second brake B12 and the second ring gear 118r or the third carrier 1
20c, the third brake B13 and the first sun gear 11
6S or the third sun gear 120S, or between each element constituting each planetary gear device 116, 118, 120, or between the third ring gear 120r and the output gear 122, a connecting member is interposed as necessary. can be made to do so. In this embodiment, the first clutch Kll, the second clutch 12, the third clutch 13, the first brake B11, the second
The brake B12 and the third brake B13 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 110 configured as described above, for example, as indicated by the O mark in FIG. 15, the first clutch Kll, the second clutch Kll, the third clutch
13 on the clutch, 1st brake B11, 2nd brake B
12. By simultaneously operating two of the third brakes B13, a desired gear is established from among the six forward gears and two reverse gears, and when changing the adjacent gear, the two It is only necessary to switch one of the two engagement devices to the other. In FIG. 15, the gear ratio ρ of the first planetary gear device 116 is 0°38.
5. Gear ratio ρ1□ of second planetary gear device 118 is 0.31
7. Gear ratio ρ13 of the third planetary gear device 120 is 0.47
The gear ratio of each gear in case of 1 (input shaft 114
(rotational speed of output gear 122). These speed ratios are determined based on the above equations (1) and (2). Note that the number of teeth of the first sun gear 116s is Zllff, and the number of teeth of the first ring gear 116r is Zll.
The number of teeth of the rs second sun gear 118s is Z1□5, the number of teeth of the second ring gear 118r is Z1□1, and the third sun gear 120.
The number of teeth of the third ring gear 120r is Z131, and the number of teeth of the third ring gear 120r is Z18. Then, the above gear ratio ρ is ZII, /Z11
1, the gear ratio ρ, 2 is Z lt* / Z +zr, and the gear ratio ρ13 is Z, *-/Z Ilr.

The operation of each transmission gear will be explained below.

First, in the case of the first gear, the first clutch Kll and the first brake Bll are operated, so that
The input shaft 114 is connected to the first carrier 116c and the second sun gear 118s, and the first ring gear 116r and the second carrier 118C are connected to the transmission case 112. As a result, the input shaft 114
The power input to is transmitted from the first carrier 116c to the first sun gear 116s and the third sun gear 120s via the first planetary gear 116p, and
A part of the transmission is transmitted to the third ring gear 12Or and the output gear 122 via the third planetary gear 120p, while the other part is transmitted to the third carrier 120c and the second ring gear 118r. Planetary gear 118
from the second sun gear 118s to the first carrier 11 via p
Returned to 6c. As a result, the output gear! 22 is input shaft 1
14 in the same positive rotation direction as the gear ratio ρ,/'(ρ1,
The rotation speed is reduced according to (1-ρ, -ρ, ρ1□)-ρ, ρld.

In the case of the second gear, the first clutch Kll and the second brake B12 are operated, so that the input shaft 114, the first carrier 116c, and the second sun gear 11
8s, and between the second ring gear 118r and the third carrier 120c and the transmission case 112.
are connected. As a result, the power input to the input shaft 114 is transmitted from the first carrier 116c to the first planetary gear 116p, and a part of it is transferred to the first sun gear I 16s.
and is transmitted to the third sun gear 120s, and is transmitted to the third ring gear 120r and the output gear 122 via the third planetary gear 120p, while the other part is transmitted to the first ring gear 116r and the second carrier 118c, and the other part is transmitted to the first ring gear 116r and the second carrier 118c, 2
It is returned from the second sun gear 118S to the first carrier 116C via the planetary gear 118p. As a result, output gear 1
22 is a gear ratio ρ in the same positive rotation direction with respect to the input shaft 114.
.

(1+ρ1□)/ρI! (1-ρ1.-ρ, IρI□)
It is rotated at a reduced speed according to the following.

In the case of the third gear, the first clutch Kll and the third brake B13 are operated, so that the input shaft 114, the first carrier 116C, and the second sun gear 11
8s, and between the first sun gear 116s and the third
Sun gear 120s and transmission case 112 are connected.

As a result, the power input to the input shaft 114 is transferred from the first carrier 116C to the first planetary gear 116p.
It is transmitted to the ring gear 116r and the second carrier 118C, and from the second carrier 118C to the second planetary gear 118p.
, a part of it is transmitted to the second ring gear 118r and the third carrier 120C, and further transmitted to the third planetary gear 1
It is transmitted to the third ring gear 12Or and the output gear 122 via 20p. On the other hand, the other part is the second carrier 1
It is transmitted from 18C to the second sun gear 118S via the second planetary gear 118p, and then returned to the first carrier 116C. As a result, the output gear 122 has a gear ratio of 1/(1+ρ13)(1
-ρ, -ρ1. ρ, 2).

In the case of the fourth gear, the first clutch Kll and the second clutch 12 are actuated so that the input shaft 114, the first carrier 116C and the second sun gear 11
8s, and between the input shaft 114 and the first ring gear 1
16r and the second carrier 118c are connected. As a result, the sun gear, carrier, and ring gear of the first planetary gear set 2116, the second planetary gear set 118, and the 31st planetary gear set 120 rotate integrally, so that the power input to the input shaft 114 is transferred to the output The signal is transmitted directly to the gear 122. Therefore, the output gear 122 is the input shaft 11
It is rotated at a gear ratio of 1 in the same positive rotation direction as that of 4.

In the case of the fifth gear, the second clutch operates the second clutch B12 and the third brake B13, so that the input shaft 114, the first ring gear 116r, and the second carrier 1
18C, and between the first sun gear 116s and third sun gear 120S and the transmission case 112.
are connected. As a result, the power input to the input shaft 114 is transmitted from the second carrier 118C to the second planetary gear 118P, and a portion of the power is transmitted to the second ring gear 118r.
and is transmitted to the third carrier 120C, and is transmitted to the third ring gear 120r and the output gear 122 via the third planetary gear 120p, while the other part is transmitted to the second sun gear 1
18S and the first carrier 116C, and is returned from the first ring gear 116r to the second gear rear 118c via the first planetary gear 116p. As a result, output gear 1
22 is a gear ratio (
1-ρ11)/(1+ρ13)(1-ρ11-ρ1.ρ
, 2), the rotation speed is increased.

In the case of the 6th gear, the input shaft 114, the first ring gear 116r and the second carrier 1 are operated by the second clutch B12 and the second brake B12.
18C, and between the second ring gear 118r and the third carrier 120C and the transmission case 11
2 are connected. Thereby, the power input to the input shaft 114 is transmitted from the second carrier 118C to the second sun gear 118S and the first carrier 116C via the second planetary gear 118p, and from the first carrier 116c to the first planetary gear 116p. The negative portion is transmitted to the first sun gear 1I6s and the third sun gear 120s, and is further transmitted to the third ring gear 12 via the third planetary gear 120p.
0r and is transmitted to the output gear 122. Another part of the power transmitted to the first carrier 116C is returned from the first ring gear 116r to the second carrier 118c via the first planetary gear 116p. As a result, the output gear 122 rotates in the same positive rotation direction with respect to the input shaft 114 at a gear ratio ρ■ρ+
The rotation speed is increased at z/ρl3 (1-ρ11 4+t1)+z).

In the case of reverse gear, 13 and 2 are connected to the third clutch.
By operating the brake B12, the input shaft 1
14, first sun gear 116s and third sun gear 120
s, and between the second ring gear 118r and the third
Carrier 120c and transmission case 112 are connected.

As a result, the power input to the input shaft 114 is transferred from the third sun gear 120s to the third planetary gear 120p.
The signal is transmitted to the ring gear 120r, and the output gear 12 is directly transmitted to the ring gear 120r.
2. As a result, the output gear 122 is connected to the input shaft 1
In the opposite rotation direction with respect to 14, it is rotated and
Gear ratio -1/ρ.

It is rotated at a reduced speed.

Furthermore, in this embodiment, a second reverse gear stage is obtained in which the vehicle is driven backwards at a gear ratio that is larger than that.

That is, 13 and the first brake Bl are applied to the third clutch.
By operating l, the distance between the input shaft 114 and the first sun gear 116s and the third sun gear 120s, and between the first ring gear 116r and the second carrier 118C
and the transmission case 112. As a result, part of the power input to the input shaft 114 is transmitted from the third sun gear 120S to the third ring gear 120r and the output gear 122 via the third planetary gear 120p, while the other part is transmitted to the third ring gear 120r and the output gear 122. 3rd Kiriya 1
20c and the second ring gear 118r, and the second
It is transmitted to the second sun gear 118s and the first carrier 116c via the planetary gear 118p, and is further returned from the first sun gear 116S to the third sun gear 120S via the first planetary gear 116p. As a result, the output gear 122 is rotated in the opposite rotation direction with respect to the input shaft 114, and the gear ratio -(1-ρ,)/(ρ1.(1-ρ,-ρ1
It is rotated at a deceleration speed at -ρ, ρIt).

In this embodiment, six forward speeds and two reverse speeds can be selected, but five forward speeds and one reverse speed may be selected as required.

As described in detail above, according to the transmission 110 of the present embodiment, two sets of single pinion type planetary gear devices 118,
120 and one set of double pinion type planetary gear device 116
Since the three clutches Kll and Kll are arranged on a common axis, the structure is relatively simple.
K12. K13 and three brakes Bll, B
12. By selectively operating a total of six engagement devices consisting of B13, it is possible to obtain five or more forward gears and a wide range of gear ratios, making it possible to achieve both high-speed running and starting and climbing performance. Due to extremely fine gear shifting, there is no need to increase the rotation speed of the engine 126 more than necessary, improving fuel efficiency and quietness.

Furthermore, when changing between adjacent transmission gears, there is no need for so-called input switching, in which the power input path is switched using a clutch, and the gear can be changed simply by switching the operating states of the two engagement devices. Shift control becomes extremely simple and easy.

Further, according to the transmission 110 of this embodiment, the gear ratio ρ8 of each planetary gear device 116, 118, 120. ρ1□, ρ
1. is maintained within the range of 0.3 to 0.6, and the gear ratios of the first to fourth gears are adjusted to each gear of the vehicle stepped transmission based on the characteristics of the engine 126. The gear ratio is set to be close to a geometric series, which is desired as a gear ratio, and the gear ratio is set to gradually decrease as the gear becomes higher. Excellent power performance is achieved at all vehicle speeds, from low to high speeds.

Furthermore, according to the transmission device 110 of this embodiment, since the gear ratio of the fifth gear is set to approximately 0.848, fuel efficiency and quietness during high-speed driving are improved, and the conventional automatic transmission is improved. Compared to overdrive driving using a transmission, sufficient power performance can be obtained during acceleration and the like.

Further, according to the transmission device 110 of the present embodiment, since the first sun gear 116s and the third sun gear 120s are integrally connected, each of the sun gears 116s, ll8s, 120s
It is only necessary to provide double shafts for providing s, and the diameter dimensions of these shafts can be reduced, and the transmission 110 can be made even more compact.

Further, the first sun gear 116S and the third sun gear 1
20s can be configured with a long pinion with a long tooth width formed on a common member, or a long pinion with different meshing teeth at both ends, which reduces the number of parts manufacturing steps, number of parts, and assembly. It has the advantage of reducing the number of man-hours (as well as reducing the axial dimension).

Next, another embodiment of the second means 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.

First, in the transmission 130 shown in FIG. 16, the input shaft 114 is connected to the first sun gear 216s and the third sun gear 1.
An engine 126 and a torque converter 124 are disposed on the output gear 122 side, passing through the axial center of the engine 126. The transmission 130 is usually a horizontal FF
The differential gear device 132, which is disposed within the transaxle of a vehicle, is disposed within the transaxle in order to evenly distribute the driving force output from the transmission 130 to the left and right drive wheels. It is desirable to place it near the center of the vehicle due to the space in the engine room. Therefore, in this embodiment, the differential gear device 132
and the output gear 122 are located close to each other, which eliminates the need for a long counter shaft provided parallel to the axis of the transmission 130 in order to transmit power from the output gear 122 to the differential gear 132. There is. Note that 134 is a counter gear for making the rotation directions the same.

Furthermore, in the embodiment shown in FIG. 16 above, the first clutch K
It is also possible to arrange 12 on the second clutch and 13 on the third clutch between the third brake B13 and the torque converter 124.

Further, as each engagement device in the transmission 110, 130, as shown in FIGS. 4 to 12, a combination of a multi-disc clutch, a band brake, a one-way clutch, etc. is used. By using the engaging devices shown in FIGS. 4 to 12, the same effects as in the embodiment according to the first means described above can be obtained. The first engaging device may be one shown in FIGS. 4 and 5, and can be used in place of the first clutch Kll. According to such an engagement device, in the first gear, second gear, third gear, and fourth gear of the vehicle, the one-way clutch 46 is activated when the vehicle is coasting. Since power transmission in the opposite direction is cut off,
There is no engine braking effect when driving down or coasting, improving fuel efficiency and quietness of the vehicle.

In addition, when switching gears between the first gear, the second gear, the third gear, or the fourth gear, and the fifth gear and the sixth gear, Since the one-way clutch 46 is automatically disengaged, there is no need to make detailed adjustments to the shift timing, making shift control easier. Further, in the engagement device shown in FIG. 5, by selectively operating the multi-disc clutch 48, engine braking can be applied as necessary when descending or coasting.

Further, the second engagement device may be one shown in FIGS. 4 and 5, and may be used in place of the second clutch 12. In this way, when the vehicle is running in the 4th gear, 5th gear, or 6th gear, there is an advantage that fuel efficiency and quietness are improved for the same reason as in the above embodiment. .

Further, the third engaging device may be one shown in FIG. 4, FIG. 5, FIG. 61, or FIG. 7, and can be used in place of the third clutch 13. The engagement devices shown in FIGS. 4 to 6 have the advantage that fuel efficiency and quietness are improved by the release action of the one-way clutch 46 when the vehicle is traveling backwards, similar to the previously described embodiment. Further, the third clutch 13 is engaged with the first clutch Kll and/or the second clutch 12 at the same time, so that the third clutch 13 is connected to another fourth gear in which the connection state of each element is different from the fourth gear. Although each gear stage can be established,
The fourth gear, which is engaged simultaneously with the first clutch Kll, has the advantage of improving fuel efficiency and quietness due to the release action of the one-way clutch 46, as described above. Also,
In the fourth gear stage where the second clutch is engaged at the same time as 12, by using the engagement device shown in FIG. 6 or FIG. In addition, speed change control between the fourth gear and the fifth or sixth gear becomes easier.

Further, the fourth engagement device may be one shown in FIG. 4, FIG. 5, FIG. 8, FIG. 9, FIG. 10, or FIG. 11, and is used in place of the first brake Bll. It can be done. In the engagement device shown in FIG. 4, FIG. 5, or FIG. Rotation of the member to be braked in the opposite direction is allowed, eliminating the engine braking effect, improving fuel efficiency and quietness when running in the first gear, and improving the relationship between the first gear and other forward gears. It becomes easy to control the speed change between the two positions. In addition, when the first brake Bll is operated together with the third clutch 13 to select the second reverse gear, the one-way clutch can be operated by using the engagement device shown in FIG. 8 or 9. 50's release action improves fuel efficiency and quietness.

Further, the fifth engagement device is shown in FIGS. 5, 8, 9, and 10.
11 or 12, and can be used in place of the second brake B12.

In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness during running in the second gear. Shift control between the gear stage and a forward gear stage higher than or equal to the third gear stage is facilitated. Furthermore, by using the engagement device shown in FIG. 8 or 9, the releasing action of the one-way clutch 50 improves fuel efficiency and quietness when the vehicle is running in the sixth gear or in the reverse gear.

Further, the sixth engagement device is shown in FIGS. 5, 8, 9, and 10.
1f, or 12, and can be used in place of the third brake B13.

In this case as well, by using the engagement device shown in FIG. 5 or FIG. 8, for example, the releasing action of the one-way clutch 46 improves fuel efficiency and quietness when running in the third gear, and Shift control between the first gear and the fourth gear becomes easier. Also, Figure 8 or 9
By using the engagement device shown in the figure, the one-way clutch 50
The release action improves fuel efficiency and quietness when running in the fifth gear, and facilitates shift control between the fifth and sixth gears.

The transmission 160 of FIG. 17 has a first clutch Kll, a first brake B, and a first clutch Kll, a first brake
ll, second brake B12, and third brake B13
This is an example of a case where the above-mentioned engagement device is changed.

Above, several embodiments of the first means and second means of the present invention have been described in detail based on the drawings, respectively.
These are just one specific example, and the present invention can also be implemented in other embodiments.

For example, in the above embodiment, the torque converter is 24°124
However, instead of this, a torque converter with a lock-up clutch, a fluid coupling, a magnetic particle electromagnetic clutch, a multi-disc or single-disc friction clutch, etc. may be used.

In addition, in the embodiment shown in FIG. 1, the fourth gear is established by simultaneously connecting the first clutch K1 and the second clutch Kl, but the first clutch Kl, the second clutch Kl, and the second clutch K1 are connected simultaneously. It may be established by simultaneously connecting at least two of 3 to the 3 clutch. The same applies to the embodiment shown in FIG.

Furthermore, it is of course possible to change the gear ratio of each planetary gear device and the speed ratio of each speed change gear in each of the above embodiments, and to change the arrangement positions of the brakes and clutches.

Although other examples are not provided, the present invention can be implemented with various modifications and improvements based on the knowledge of those skilled in the art.

Effects of the Invention As detailed above, according to the planetary gear transmission for a vehicle according to the first means and the second means of the present invention, two sets of single pinion type planetary gear sets and one set of double pinion type transmissions are provided. The structure is relatively simple because the two planetary gears are arranged on a common axis, and the selective operation of the six engagement devices allows for transmission of five or more forward gears. Since a wide gear ratio range is available, it is possible to achieve both high-speed driving and start-up/uphill performance, and at the same time, due to the finely tuned gear shifting, there is no need to increase the engine speed more than necessary, improving fuel efficiency and quietness. It will be done.

In addition, when changing adjacent gears, so-called input switching is not necessarily required, and the gear can be changed simply by switching the operating states of the two engagement devices, making it extremely simple and easy to control the gear. It becomes possible.

Also, the gear ratio of each planetary gear device is set to 0.3 to 0.6, for example.
The gear ratios of the first to fourth gears can be set to values close to a geometric series while maintaining the transmission speed within an appropriate range. Excellent power performance can be achieved at all vehicle speeds, from low to high speeds.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing an embodiment of a planetary gear type transmission for a vehicle according to a first aspect 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 planetary gear type transmission for a vehicle according to the first means of the present invention. Figures 4 to 1
FIG. 2 is a diagram showing other examples of the engagement device in FIGS. 1 and 14, respectively. FIG. 13 is a schematic diagram illustrating a case where another type of engagement device is used in the embodiment of FIG. 1. FIG. 14 is a schematic diagram showing an embodiment of a planetary gear type transmission for a vehicle according to the second means of the present invention. FIG. 15 is a chart showing the relationship between the transmission gears of the embodiment shown in FIG. 14 and the engagement devices necessary to establish them. FIG. 16 is a schematic diagram showing another embodiment of the planetary gear type transmission for a vehicle according to the second means of the present invention. 1st
FIG. 7 is a schematic diagram illustrating a case where another type of engagement device is used in the embodiment of FIG. 14. 10, 30, 60. 110. 130. 160:
Planetary gear type transmission for vehicles 12.1127 Transmission case (position fixing member) 14.114: Input shaft (input member) 16.116: First planetary gear unit 18.118: Second planetary gear unit 20.120: No. 3 Planetary gear device 22□ 122: Output gear (output member) 16s, 116
s: first sun gear 116p: first planetary gear 116c: first carrier 116r: first ring gear 118s: second sun gear 118p: second planetary gear 118c: second carrier 118r: second ring gear 120s: third sun gear 120P: th 3'f1 star gear 120c: third carrier 120r: third ring gear 11; first clutch (first engagement device W) K12: second clutch (second engagement device) K13: third clutch (third engagement device) engagement device) B11: first brake (fourth engagement device) B12
: Second brake (fifth engagement device) B13: Third brake (sixth engagement device) 16p. 16 C1 16r. 18S. 18p. 18C1 18r. 20s. 20p. 20c. 20r. Kl. K2゜K3゜Bl. B2゜B3゜

Claims (2)

[Claims] (1) A first sun gear, at least a pair of first planetary gears that mesh with each other and one of which meshes with the first sun gear, a first ring gear that meshes with the other of the first planetary gears, and rotatably supports the first planetary gear. a double pinion type first planetary gear device including a first carrier, a second sun gear, a second planetary gear meshing with the second sun gear;
a single pinion type second planetary gear device including a second ring gear that meshes with the second planetary gear and a second carrier that rotatably supports the second planetary gear; a third sun gear that meshes with the third sun gear; third planetary gear, the third planetary gear;
A third ring gear that meshes with the planetary gear, and a single pinion type third planetary gear device including a third carrier that rotatably supports the third planetary gear are sequentially provided on the same axis to control the rotation of the input member. In a planetary gear transmission for a vehicle that changes speed in stages and transmits the transmission to an output member, the first sun gear, the second ring gear, and the third sun gear are connected to each other, and the first carrier and the second sun gear are connected to each other. the second carrier, the third carrier, and the output member are connected to each other;
a first engagement device that selectively couples a ring gear and a third sun gear to the input member; a second engagement device that selectively couples the third ring gear 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 ring gear to the position fixing member. A planetary gear transmission for a vehicle, comprising: a fifth engagement device that connects the first carrier and the second sun gear to the position fixing member; and a sixth engagement device that selectively connects the first carrier and the second sun gear to the position fixing member. . (2) A first sun gear, at least a pair of first planetary gears that mesh with each other and one of which meshes with the first sun gear, a first ring gear that meshes with the other of the first planetary gears, and rotatably supports the first planetary gear. a double pinion type first planetary gear device including a first carrier, a second sun gear, a second planetary gear meshing with the second sun gear;
a single pinion type second planetary gear device including a second ring gear that meshes with the second planetary gear and a second carrier that rotatably supports the second planetary gear; a third sun gear that meshes with the third sun gear; third planetary gear, the third planetary gear;
A third ring gear that meshes with the planetary gear, and a single pinion type third planetary gear device including a third carrier that rotatably supports the third planetary gear are sequentially provided on the same axis to control the rotation of the input member. In a planetary gear transmission for a vehicle that changes speed in stages and transmits the transmission to an output member, the first sun gear and the third sun gear are connected to each other,
The first carrier and the second sun gear are connected to each other, the first ring gear and the second carrier are connected to each other, the second ring gear and the third carrier are connected to each other, and the third ring gear and the output member are connected to each other. a first engagement device that selectively connects the first carrier and the second sun gear to the input member; and a first engagement device that selectively connects the first ring gear and the second carrier to the input member. a third engagement device that selectively couples the first sun gear and the third sun gear to the input member; and a third engagement device that selectively couples the first ring gear and the second carrier to the position fixing member. a fifth engagement device selectively connecting the second ring gear and the third carrier to the position fixing member;
A planetary gear transmission for a vehicle, comprising: an engagement device; and a sixth engagement device that selectively connects the first sun gear and the third sun gear to a position fixing member.