JPH02107852A - 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 single pinion type planetary gear devices and a double pinion type planetary gear device and providing six coupling devices. CONSTITUTION:Two single pinion type planetary gear devices 16 and 20 and a double pinion type planetary gear device 18 are provided. Sun gears 16s and 18s, a carrier 16c and ring gears 18r and 20r and an output gear 22, and carriers 18c and 20c are integrally connected respectively. Six coupling devices of clutch means K1-K3 and brake means B1-B3 are connected. 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 connected in series. An array of planetary gear transmissions for vehicles has 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 secured. Furthermore, 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 0.2 to 0.7, and the outer diameter of the transmission is It has the advantage of being relatively small.

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 system in which two single-binion type planetary gear units and one double-nion type planetary gear unit are arranged. In a transmission, the gear ratio of each gear can be set to a value close to a geometric series while maintaining the gear ratio ρ of each planetary gear device within an appropriate range. It is an object of the present invention to provide a planetary gear type transmission for a vehicle that allows simple and easy switching control.

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

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; 2 carriers are connected to each other, the first ring gear and the second sun gear are connected to each other, the second ring gear, the third ring gear and the output member are connected to each other,
) a first engagement device that selectively couples the first ring gear and the second sun gear to the input member; and a second engagement device that selectively couples the first carrier and the second carrier to the input member. , a third engagement device selectively connecting the first sun gear and the third sun gear to their input members;
a fourth engagement device that selectively connects the first carrier and the second carrier to the position fixing member; a fifth engagement device that selectively connects the third carrier to the position fixation member; and the first sun gear. and a sixth engagement device that selectively connects the third sun gear to the position fixing member.

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 be constructed independently (in some cases, multiple engagement devices may be constructed from a single product with multiple functions).

In the planetary gear transmission for a vehicle according to the first means, the first and fourth engagement devices provide a connection between the input member and the first and second sun gears, and between the first ring gear and the position fixing member. When both are connected at the same time, the first gear with the largest transmission ratio is obtained. When the input member and the first and second sun gears and the second and third carriers and the position fixing member are simultaneously connected by the first and fifth engagement devices, the first gear stage A second gear with a smaller transmission ratio is obtained. When the input member and the first and second sun gears and the third sun gear and the position fixing member are simultaneously connected by the first and sixth engagement devices, the speed is smaller than the second gear stage. The third gear of the transmission ratio is obtained. When the input member and the first and second sun gears and the input member and the first ring gear are simultaneously connected by the first and second engagement devices, the speed change is smaller than the third gear. A fourth gear with a ratio (=1.0) is obtained. The input member and the first engagement device are connected to each other by the second and sixth engagement devices.
When the ring gear and the third sun gear and the position fixing member are simultaneously connected, 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 and third carriers and the position fixing member are simultaneously connected by the second and fifth engagement devices. A sixth gear with a smaller transmission ratio than the fifth gear is obtained. Note that the fourth gear is configured to provide a connection between the input member and the first and second sun gears and between the input member and the first ring gear by at least two of the first, second, and third engagement devices. It is sufficient that at least two of the input member and the third sun gear are connected at the same time, and the invention is not limited to the first and second engagement devices.

Further, when the input member and the third sun gear and the second and third carriers and the position fixing member are simultaneously connected by the third and fifth engagement devices, a reverse gear stage is obtained. Then, if necessary, the third and fourth engagement devices are used to connect the input member and the third sun gear, and the third and fourth engagement devices.
When the ring gear and the position fixing member are connected at the same time, a second reverse gear having a larger gear ratio than the reverse gear is obtained.

On the other hand, in the vehicular planetary gear transmission according to the second means, the first and fourth engagement devices provide connections between the input member and the first ring gear and the second sun gear, and between the first and second carriers. 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 ring gear and the second sun gear and the third carrier and the position fixing member are simultaneously connected by the first and fifth engagement devices, the first gear is lower than the first gear. A second gear with a small transmission ratio is obtained.

The first and sixth engagement devices provide connections between the input member and the first ring gear and second sun gear, and between the first and third sun gears.
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 ring gear and the second sun gear and the input member and the first and second gears and rear are simultaneously connected by the first and second engagement devices, the third speed is set. Gear ratio smaller than the gear stage (= 1.0)
4th gear stage is obtained. When the input member and the first and second carriers and the first and third sun gears and the position fixing member are simultaneously connected by the second and sixth engagement devices, the fourth gear stage is reached. A fifth gear with a gear ratio smaller than that can be obtained. Then, if necessary, the input member and the first and second carriers and the third carrier and the position fixing member are simultaneously connected by the second and fifth engagement devices. A sixth gear with a smaller transmission 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 ring gear and the second sun gear, and between the input member and the first, second, and second sun gears. It is sufficient that at least two of the second carrier and the input member and the first and third sun gears are connected at the same time, and the invention is not limited to the first and second engagement devices.

Further, when the input member and the first and third sun gears and the third carrier and the position fixing member are simultaneously connected by the third and fifth engagement devices, a reverse gear stage is obtained. Then, if necessary, the input member and the first and third sun gears and the first and second carriers and the position fixing member are simultaneously connected by the third and fourth engagement devices. , a second gear having a larger gear ratio than the reverse gear.
A reverse gear stage 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 1, 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 and the third planetary gear device 20
Each constitutes a well-known single pinion type planetary gear unit. The first planetary gear device 16 includes a first
Sun gear 16s, first planetary gear 16p, first carrier 1
6c1 and the 117th ring gear 16r,
The first planetary gear 16p rotatably supported by the first carrier 16C is connected to the first sun gear 16s and the first ring gear 1.
It is located between and meshed with 6r.

Further, the third planetary gear device 20 includes a third sun gear 20S,
The third planetary gear 20p, the third carrier 20c1 and the third
A third planetary gear 20p, which includes a ring gear 2Or and is 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.

On the other hand, the second planetary gear device 18 is a double pinion type planetary gear device, and includes a second sun gear 18s, at least a pair of second planetary gears 18p that mesh with each other, a second carrier 18c, and a second ring gear 18r. , at least one pair of second planetary gears 18p rotatably supported by the second carrier 18c are located between the second sun gear 18s and the second ring gear 18r.
One of the planetary gears 18p is meshed with the second sun gear 18s, and the other is meshed with the second ring gear 18r.

Further, the transmission 1o has a first sun gear 16s.
and the second sun gear 18s are integrally connected to each other, the first carrier 16c, the second ring gear 18r, the third ring gear 2Or, and the output gear 22 are integrally connected to each other, and the second carrier 18C and the third carrier 20c are integrally connected to each other.

Then, the first sun gear 16s and the second sun gear 18s
1 to a first clutch selectively connecting the input shaft 14 to the input shaft 14.
and 2 to a second clutch that selectively connects the first ring gear 16r to the input shaft 14, 3 to a third clutch that selectively connects the third sun gear 20s to the input shaft 14, and 3 to the first ring gear 16r. A first brake B1 selectively connected to the transmission case 12, and a second carrier 18c.
' and a second brake B2 that selectively connects the third carrier 20c to the transmission case 12, and a third brake B3 that selectively connects the third sun gear 20s 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. Also,
Connecting members are provided as necessary between the first clutch 1 and the first sun gear 16s, the second clutch 2 and the first ring gear 16r, and the third clutch 3 and the third sun gear 20s. It can be staged as appropriate.

Similarly, between the first brake Bl and the first ring gear 16r, between the second brake B2 and the third carrier 20C, between the third brake B3 and the third sun gear 20S, or between each planetary gear device 16, 18. Between each element that makes up .20,
A connecting member may be interposed between the third ring gear 2Or and the output gear 22 as necessary. In this embodiment, the first clutch Kl, the second clutch Kl, the second clutch Kl, and the third clutch Kl,
3 on the clutch, first brake Bl, second brake B2,
The third brake B3 includes 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.
Each corresponds to the engagement device.

In the transmission device IO 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 0.40σ, the gear ratio ρ2 of the second planetary gear unit 18 is 0.458, and the third planetary gear unit 20
The gear ratio (rotational speed of input shaft 14/rotational speed of output gear 220) of each speed change gear is shown when the gear ratio ρ3 is 0.471. This means that in the single-binion type 1a star gear unit 16 and the third planetary gear unit 20, the rotational speed Nll of the ring gear, the rotational speed Nc of the carrier, and the rotational speed N of the sun gear are expressed as follows: If the gear ratio is ρ, then While expressed by the following formula (1), the rotation speed N11 of the ring gear, the rotation speed N0 of the carrier, and the rotation speed N of the sun gear in the double binion type second planetary gear device 18 are as follows:
Letting the gear ratio be ρ, it is expressed by the following equation (2), and the (
It is determined based on equations 1) and 2). Note that the number of teeth of the first sun gear 16s is ZI*, and the number of teeth of the first ring gear 16 is
The number of teeth of r is ZIF, and the number of teeth of second sun gear 18s is Z!
Is Z number of teeth of second ring gear 18r! When the number of teeth of the rs third sun gear 20s is 23g and the number of teeth of the third ring gear 2Or is Zjr, the gear ratio ρ1 is Z, , /Z, ,
, gear ratio ρ2 is Zz-/Zzr, gear ratio ρ3 is Z,,
/Z,, is.

Ni = (1+ρ) Nc −pNs −・・(
1) Nn=(x-p)Nc+pNs ---(2
) The operation of each transmission gear will be explained below.

First, in the case of the first gear, the first clutch 1 and the first brake B1 are actuated, so that the input shaft 14, the first sun gear 16s, and the second sun gear 18s are operated.
and between the first ring gear 16r and the transmission case 12. Thereby, the power manually applied to the input shaft 14 is transmitted from the first sun gear 16s to the first carrier 16c and the output gear 22 via the first planetary gear 16p. As a result, the output gear 22 rotates in the same positive rotation direction as the input shaft 14 at the gear ratio (l+ρ1
)/ρ.

In the case of second gear, the first and second clutches
By operating the brake B2, the input shaft 14
and between the first sun gear 16s and the second sun gear 18s, and between the second carrier 18c and the third carrier 20.
c and the transmission case 12 are connected. Thereby, the power input to the input shaft 14 is transmitted from the second sun gear 18s to the second ring gears 18r, J-; and the output gear 22 via the second planetary gear 18p.

As a result, the output gear 22 is rotated at a reduced speed in the same positive rotation direction with respect to the input shaft 14 according to the gear ratio 1/ρ2.

In the case of third gear, the first and third clutches
By operating the brake B3, the input shaft 14
The first sun gear 16s and the second sun gear 18s are connected to each other, and the third sun gear 20s and the transmission case 12 are connected to each other. As a result, the input shaft 14
The applied power is transmitted from the second sun gear 18s to the second ring gear 18r via the second planetary gear 18p, and part of it is transmitted to the output gear 22, while the other part is transmitted to the third ring gear 18r. The signal is transmitted to ring gear 20r. The signal is transmitted from the third ring gear 2Or to the third carrier 20c and the second carrier 18C via the third planetary gear 20p, and then returned to the second ring gear 18r via the second planetary gear 18p. 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 (ρ2+ρ3)/ρz(t+ρ3
).

In the case of fourth gear, the first and second clutches are connected to the first clutch.
2 is actuated by the clutch, the input shaft 14
and the first sun gear 16s and the second sun gear 18s, and between the input shaft 14 and the first ring gear 16r. As a result, the first planetary gear device 16, the second
Since the sun gear, carrier, and ring gear of the 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. 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 the first ring gear 16r, and between the third sun gear 20s and the transmission case 12. As a result, the power input to the input shaft 14 is transmitted from the ζ first ring gear 16'' to the first carrier 16c via the first planetary gear 16p, and a part of it is transmitted as it is to the output gear 22, while the other A part of the is transmitted to the second ring gear 18r.
A part is transmitted to the second carrier 18c and the third carrier 20c via the planetary gear 18p, and further transmitted to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p, while the other part is transmitted to the third ring gear 2Or and the output gear 22 via the third planetary gear 20p. is 2nd sun gear 18s
and is transmitted to the first sun gear 16s, and further returned to the first carrier 16c 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 a gear ratio (ρ2 (1+ρ)−ρ1ρ, (1−ρ
2))/ρ2 (1+ρ, ).

In the case of 6th gear, the 2nd and 2nd clutches
By operating the brake B2, the input shaft 14
and the first ring gear 16r, and between the second carrier 18c and the third carrier 20c and the transmission case 12. As a result, input shaft 1
The power input to 4 is transmitted from the first ring gear 16r to the first
't1 is transmitted to the first carrier 16c via the star gear 16p, and a part of it is transmitted as it is to the output gear 22, while the other part is transmitted from the second ring gear 18r to the second planetary gear 18p. It is transmitted to sun gear 18s and first sun gear 16s, and then returned to first carrier 16c via first planetary gear 16p. As a result, output gear 2
2 is the gear ratio (ρ2) in the same positive rotation direction with respect to the input shaft 14.
-ρ1+ρ1ρ2)/ρ2.

In the case of reverse gear, the third clutch is actuated and the second brake B2 is operated, thereby reducing the distance between the input shaft 14 and the third sun gear 20s and the second carrier 18.
c and the third carrier 20c and the transmission case 12 are connected. Thereby, the power input to the input shaft 14 is transmitted from the third sun gear 20s to the third ring gear 20r and the output gear 22 via the third planetary gear 20p. As a result, the output gear 22 is connected to the input shaft 1
4, and is rotated at a speed ratio of -1/ρ.

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 third sun gear 20
s, and between the first ring gear 16r and the transmission case 12. As a result, the power input to the input shaft 14 is transferred to the third sun gear 2.
0s to the third carrier 20 via the third planetary gear 20p
c and second carrier 18c, and further transmitted to second sun gear 18s and l-th sun gear 16s via second planetary gear 18p. And the first sun gear 16
s to the first carrier 16c via the first planetary gear 16p.
A part of it is transmitted to the output gear 22 as it is, while the other part is transmitted to the second ring gear 18r and the third ring gear 18r.
The signal is transmitted to ring gear 20r. 2nd ring gear 18r
from the second sun gear 18s via the second planetary gear 18p.
On the other hand, it is returned from the third ring gear 2Or to the third carrier 20c via the third planetary gear 20p. 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 -(ρ2(1+ρ,
)−ρ1ρ, (1−ρ2))/ρ1ρ.

The rotation is decelerated at (l-ρ2).

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, two sets of single pinion type planetary gear devices 16, 20
and a set of double pinion type planetary gear devices 18 are arranged on a common axis, so the structure is relatively simple, while the three clutches Kl, 2. 3 and three brakes Bl, B2. By selectively operating a total of six engagement devices consisting of B3, 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 rotational speed of the engine 26 more than necessary, and fuel efficiency and quietness are 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 the present embodiment, the gear ratios ρ1. ρ2゜ρ, 0.2
~0.7 while maintaining the range from 1st gear to 4th gear.
The gear ratio of the higher gear is close to the geometric series desired as the gear ratio of each gear of the vehicle stepped transmission based on the characteristics of the engine 26, and the gear ratio of the adjacent gear is Since the ratio of
This allows for excellent power performance at all vehicle speeds, from low to high speeds, while maintaining a relatively small size.

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 device IO of the present embodiment, since the first sun gear 16s and the second sun gear 18s 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 make the transmission 10 even more compact.

In addition, the first sun gear 16s and the second sun gear 18
s can be constructed from a long pinion with a long tooth width formed on a common member. In this way, the number of parts manufacturing, number of parts, and assembly can be reduced, and the axial dimension can be reduced. It has the advantage of being smaller.

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 is passed through the axis of the third sun gear 20s,
The engine 26 and the torque converter 24 are the output gear 2
It is placed on the second 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 due to the space within the engine compartment. Therefore, in this embodiment, the differential gear device 3
2 and the output gear 22 are now located close to each other, and there is no longer a need for a long counter shaft provided parallel to the axis of the transmission 30 in order to transmit power from the output gear 22 to the differential gear 32. There are advantages. 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 can also be arranged between the third brake B3 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. , may also be used in place of the first clutch as the first engagement device. In this way, in addition to obtaining the same effects as in the above embodiment, by selectively operating the multi-disc clutch, engine braking is no longer necessary when exiting the vehicle or coasting. It can be made to act accordingly.

Further, the fourth concave structure is configured as shown in FIG.
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. .

Further, the third engagement device has the fourth concave configuration as shown in FIG. 5, and a multi-disc clutch 44 and a one-way clutch 46 connected in series as shown in FIG. A one-way clutch 50 may be provided in parallel with these clutches, or a multi-disc clutch 44 and a one-way clutch 50 may be connected in parallel to each other as shown in FIG. can be used instead of 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 Kl and/or the second clutch 2 simultaneously, so that the fourth clutch 3 is engaged with the first clutch Kl 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 FIG. 7, the fuel efficiency and static temperature performance are improved by the automatic release action of the one-way clutch 50. At the same time, shift 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.
etc., and can be used in place of the first brake B1. The one-way clutch 46, the band 52a of the band brake 52, and one band 54a of the band brake 54 are members to be rotationally braked during positive torque transmission that transmits power from the input shaft 14 to the output gear 22 (the above embodiment In this case, the engagement direction or the winding direction is set so that the reaction force applied to the first ring gear 16r) is received and the rotation thereof is prevented, but the engagement torque is such that it allows rotation in the opposite direction. 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 activated together with the third clutch 3 and the second reverse gear is set,
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 configured as shown in FIG. 5, FIG. 8, FIG. 9, FIG. 10, or FIG. 11,
Alternatively, as shown in FIG. 12, a band brake 52 and a multi-disc clutch 58 may be provided in parallel, and the second
It can be used in place of brake B2. 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 forward gear and the third or higher gear becomes easy. Further, by using the engagement device shown in FIG. 8 or 9, fuel efficiency and quietness are improved when the vehicle is running in the sixth gear or in the reverse gear due to the disengaging action of the - direction clutch 50.

In addition, the sixth engagement device is shown in FIGS. 5, 8, 9, and 1.
It may be as shown in Fig. 0, Fig. 11, or Fig. 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.
1 to the first clutch, the first brake B1, and the second brake B1.
This is an example in which the brake B2 and the third brake B3 are changed to the above-mentioned engagement devices. In addition, in such a transmission 60, the second
The ring gear 18r and the third ring gear 20r of the third planetary gear set 20 are integrally constituted by one ring gear 62, and the other second ring gear 20r of the second planetary gear set 18
The planetary gear 18p and the third planetary gear 20p of the third planetary gear device 20 are configured as a single planetary gear 64. Therefore, the man-hours for manufacturing such parts, the number of parts, and the assembly man-hours are reduced, and the planetary gear device 18.20
It has the advantage of being simple and compact.

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 and the third planetary gear device 1
20 constitute a well-known single pinion type planetary gear device. The first planetary gear device 116 includes a first sun gear 116S, a first planetary gear 116p, a first
The first planetary gear 116P includes a carrier 116C1 and a first ring gear 116r, and is rotatably supported by the first carrier 116c.
and the first ring gear 116r, and is meshed with them. Further, the third planetary gear device 120 is
It includes a third sun gear 120s, a third planetary gear 120p, a third carrier 120C1, and a 31st J ring gear 120r, and the third planetary gear 120p rotatably supported by the third carrier 120c is connected to the third sun gear 120S and the third ring gear. 120r and is engaged with them.

On the other hand, the second planetary gear device 118 is a double pinion type planetary gear device, and includes a second sun gear 118s and at least a pair of 2'F!s that mesh with each other. At least one pair of second planetary gears 118p rotatably supported by the second carrier 118c includes a star gear 118P, a second carrier 118c, and a second ring gear 118r.
Located between the sun gear 118s and the second ring gear 118r, one of the pair of second planetary gears 118p is located between the second ring gear 118r and the second ring gear 118r.
The other gear is meshed with the sun gear 118s, and the other is meshed with the second ring gear 118r.

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 carrier 118c are integrally connected to each other, and first ring gear 116r and second sun gear 118s are integrally connected to each other. , second
Ring gear 118r, third ring gear 120r, and output gear 122 are integrally connected to each other.

Then, the first ring gear 116r and the second sun gear 1
18S to the input shaft 114; a second clutch 12 to selectively connect the first carrier 116C and the second carrier 118C to the input shaft 114; 13 to a third clutch that selectively connects the sun gear 120s to the input shaft 114, a first brake Bll that selectively connects the first carrier 116c and the second carrier 118C to the transmission case 112, and the third carrier 120.
A second brake B12 selectively connects C to the transmission case 112, and a first sun gear 116s and a third sun gear 120s to the transmission case 11.
A third brake B13 selectively connected to the brake 2 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 ring gear 11
6r or the second sun gear 118s, between the second clutch 12 and the first carrier 116c, and between the third clutch 13 and the first sun gear 116s, connecting members are provided with appropriate membranes as necessary. It can be done. Similarly, the first brake B
ll and the second carrier 118c, the second brake B1
2 and the third carrier 120c, the third brake B13
and third sun gear 120s, or between each element constituting each planetary gear device 116, 118, 120, or between third ring gear 120r and output gear 122,
A connecting member may be interposed as necessary. In this embodiment, the first clutch Kll, the second clutch 12, the third clutch 13, the first brake Bll, the second brake B12, and the third brake B13 are the first engagement device, the 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 ρ11 of the first planetary gear device 116 is 0°6.
26, the gear ratio ρ1□ of the second planetary gear device 118 is 0, 2
86, gear ratio ρ of the third planetary gear set 120;

The gear ratio (rotational speed of input shaft 114/rotational speed of output gear 122) of each speed change gear is shown when is 0.471. These gear ratios are determined by the formula (1) above and (
2) It is determined based on Eq. In addition, the first sun gear 11
Zll the number of teeth on 6S! , the number of teeth of the first ring gear 116r is Zll+F, the number of teeth of the second sun gear 118s is Z1□,
The number of teeth of the second ring gear 118r is Zl! +', number of teeth of third sun gear 120s is 212t % third ring gear 12
If the number of teeth of 0-r is Z 1ffr-, the above gear ratio ρ
1. is Z lit / Z llF, gear ratio ρ, 2 is Z1□/Z, □1, gear ratio ρ, 3 is Z+z-/Z Il
It is r.

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 ring gear 116r and the second sun gear 118s, and the first carrier 116c and the second carrier 118C are connected to the transmission case 112. As a result, the input shaft 114
The input power is transmitted from the second sun gear 118s to the second ring gear 118r and the output gear 122 via the second planetary gear 118p. As a result, the output gear 12
2 is the gear ratio 1 in the same positive rotation direction with respect to the input shaft 114
/ρl□.

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 ring gear 116r, and the second sun gear 1
18s, and between the third carrier 120c and the transmission case 112. As a result, part of the power input to the input shaft 114 is transmitted from the second sun gear 118s to the second ring gear 118r and the output gear 122 via the second planetary gear 118p, while the other part is transmitted to the second ring gear 118r and the output gear 122. 1st ring gear 116r to 1st
A part of it is connected to the first carrier 1 via the planetary gear 116p.
16c and a second carrier 118C, and the other part is transmitted to a first sun gear 116s and a third sun gear 120s, respectively. The power transmitted to the second carrier 118c is transmitted to the second ring gear 1 via the second planetary gear 118p.
18r and the output gear 122, and the power transmitted to the third sun gear 120s is transmitted to the third planetary gear 12
0p to third ring gear 120r and output gear 1
22. 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 (ρ1.(1−
ρ+z)+ρ2. (1+ρ1υ)/ρ1. (1+ρII
ρ1□).

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 ring gear 116r, and the second sun gear 1
18S, and between the first sun gear 116s and third sun gear 120S and the transmission case 112.
are connected. As a result, part of the power input to the input shaft 114 is transmitted from the second sun gear 118S to the second ring gear 118r and the output gear 122 via the second M star gear 118P, while the other part is transmitted to the second ring gear 118r and the output gear 122. 1
It is transmitted from ring gear 116r to first carrier 116C and second carrier 118C via first planetary gear 116p, and further transmitted to second ring gear 118r and output gear 122 via second planetary gear 118p. As a result, the output gear 122 rotates in the same positive rotation direction as the input shaft 114 at a gear ratio (1+ρ++)/(1+ρ■ρ+1).
It is rotated at a reduced speed according to the following.

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 ring gear 116r, and the second sun gear 1
18s, and between the input shaft 114 and the first carrier 1
16c and the second carrier 118C are connected. As a result, the sun gear, carrier, and ring gear of the first planetary gear set 116, the second planetary gear set 118, and the third 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
4, it is rotated in the same positive rotation direction at a gear ratio l.

In the case of the fifth gear, the input shaft 114, the first carrier 116C, and the second carrier 11 are operated by the second clutch 12 and the third brake B13.
8c, and between the first sun gear 116s and the third
Sun gear 120S and transmission case 112 are connected.

As a result, part of the power input to the input shaft 114 is transmitted from the second carrier 118c to the second ring gear 118r and the output gear 122 via the second planetary gear 118p, while the other part is transmitted to the second ring gear 118r and the output gear 122. The first ring gear 116 is transmitted from the first carrier 116c via the first planetary gear 116p.
r and the second sun gear 118s, and further the second sun gear 118s.
It is transmitted to the second ring gear 118r and the output gear 122 via the planetary gear 118p. As a result, output gear 1
22 is a gear ratio in the same positive rotation direction as the input shaft 114.
The rotation speed is increased at l/(1+ρIIρ, 2).

In the case of the 6th gear, the input shaft 114, the first carrier 116c, and the second carrier 11 are operated by the second clutch B12 and the second brake B12.
8c, and between the third carrier 120c and the transmission case 112. As a result, the power input to the input shaft 114 is transferred to the second carrier 1
A part of the transmission from 18c is transmitted to the second ring gear 118r via the second planetary gear 118p, while the other part is transmitted to the second sun gear 118s and the first ring gear 116r.
transmitted to. Part of the power transmitted to the second ring gear 118r is transmitted directly to the output gear 122, while the other part is transmitted from the third ring gear 120r to the third sun gear 120s and the first planetary gear 120p.
is transmitted to the sun gear 116s, and further transmitted to the first planetary gear 11
6i from the first carrier 116c to the second carrier 1
Returned to 18c. Further, the power transmitted to the first ring gear 116r is also returned from the first carrier 416c 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 speed change ratio (ρI3-ρ1ρ1z)/ρl
3 (1+ρ喀1ρ+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 third carrier 120c and the transmission case 112. As a result, the power input to the human power shaft 114 is transferred to the third sun gear 12.
The signal is transmitted from 0s to the third ring gear 120r and the output gear 122 via the third planetary gear 120p. As a result, the output gear 122 is rotated in a direction opposite to the input shaft 114, and is rotated at a reduced speed at a speed ratio of -1/ρI3.

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, input shaft 114 is connected to first sun gear 116s and third sun gear 120S, and between first carrier 116c and second carrier 118c and transmission case 112. As a result, the power input to the input shaft 114 is
From the first sun gear 116s to the first ring gear 116r and the second sun gear 118S via the first planetary gear 116P.
and further transmitted to the second planetary gear via the second planetary gear 11Qp.
It is transmitted to ring gear 118r and output gear 122. 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 is −1/ρI.
The rotation is decelerated at IρIg.

In this embodiment, it is possible to select 6 forward gears and 2 reverse gears, but if necessary, it is acceptable to select 5 forward gears and 1 reverse gear.As detailed above, According to the transmission 11O of this embodiment, two sets of single-binion type planetary gear units 116 and 120 and one set of double-binion type planetary gear units 118 are arranged on a common axis. Therefore, while the structure is relatively simple, only three clutches Kll, K12. K13 and three brake Blls, B12. By selectively operating a total of six engagement devices consisting of B13, five or more forward gears and a wide gear ratio range can be obtained.
It is possible to achieve both high-speed running and starting and pitching performance, and at the same time, the engine 1
This eliminates the need to increase the engine speed, 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. ρ12. ρ
While maintaining I3 within the range of 0.2 to 0.7, 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. Since the speed ratio of the gears is set to be close to the desired geometric series, and the ratio between the gears is set to gradually become smaller as the gears become higher, the transmission device 110 can be kept relatively compact. Excellent power performance is achieved at all vehicle speeds, from low to high speeds.

Furthermore, according to the transmission device 11O of this embodiment, the gear ratio of the fifth gear is set to approximately 0.848, so that fuel efficiency and quietness during high-speed driving are improved, and the conventional automatic Compared to overdrive driving using a transmission, sufficient power performance can be obtained during acceleration and the like.

Further, according to the transmission 110 of the present embodiment, since the first sun gear 116s and the third sun gear 120S are integrally connected, each sun gear 116s, 118s, 120
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 constructed with long binions formed on a common member, which has the advantage of reducing the number of parts manufacturing, number of parts, or assembly, as well as reducing the axial dimension. .

Furthermore, according to the transmission 110 of the present embodiment, it is possible to eliminate so-called power circulation in each of the first to fifth gears, which are often used during normal driving, and it is possible to eliminate the so-called power circulation within the transmission 110. This has the advantage that the power loss in the engine 126 is reduced, and the power output from the engine 126 can be efficiently transmitted to the wheels, thereby improving the power performance and fuel efficiency of the vehicle.

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 human power shaft 114 is connected to the second sun gear 118s and the third sun gear 1.
20s, and the engine 126 and torque converter 124 are disposed on the output gear 122 side. The transmission 130 is usually a horizontal FF
The differential gear device 132, which is installed in the transaxle of a car, is installed in the transaxle in order to equally 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 in relation to the space in the 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.

Also, the variable speed bag? As each engagement device in 1fllO, 130, as shown in FIGS. 4 to 12, a combination of a multi-disc clutch, a band brake, a one-way clutch, etc. can be used. By using the engaging devices shown in FIGS. 4 to 12, the same effects as in the embodiment using the first means described above can be obtained.

That is, the first locking device may be the 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 for fine adjustment of the shift timing, and the shift control becomes simple at the -N node. Further, in the engagement device shown in FIG. 5, by selectively operating the multi-disc clutch 48, the engine breaker can be activated as necessary when the vehicle is 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. 6, or FIG. 7, and may 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, in the fourth gear stage where the first clutch is engaged at the same time as 11, the advantage is that fuel efficiency and quietness are improved due to the release action of the one-way clutch 46 as described above. There is. Furthermore, in the fourth gear position where the second clutch is engaged at the same time as 12, by using the engagement device shown in FIG. The quietness is improved, and the 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. The release action of 50 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.
11 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.

Further, in the embodiment shown in FIG. 1, the fourth gear was established by simultaneously connecting the first clutch with 1 and the second clutch with 2, but the first clutch had 1 and the second clutch had 2. It may be established by simultaneously connecting at least two of 3 to the third 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 type transmission for a vehicle according to the first means and second means of the present invention, two sets of single pinion type planetary gear units and one set of double pinion type planetary gear units are provided. Because the planetary gears are arranged on a common axis, the structure is relatively simple, and the selective operation of the six engagement devices allows for a wide range of gears, including five or more forward gears. Since a range of gear ratios can be obtained, it is possible to achieve both high-speed driving and start-up/mounting performance, and at the same time, due to extremely fine gear shifting, there is no need to increase the engine speed more than necessary, improving fuel efficiency and quietness. be.

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 0.2 to 0.7, 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.

Furthermore, in the second means of the present invention, in addition to the above-mentioned effects, it is possible to eliminate so-called power circulation in each of the first to fifth gears that are frequently used during normal driving. This has the advantage of reducing power loss within the transmission, allowing the power output from the engine to be efficiently transmitted to the wheels, and improving the power performance and fuel efficiency of the vehicle.

[Brief explanation of the drawing]

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 12.112 Nidoran transmission case (position fixing member) 14.111 Human power shaft (input member) 16.116: First planetary gear unit ts, its: Second planetary gear unit 20. 120: Third planetary gear device 22. 122: Output gear (output member) 16s, 116s: First sun gear 16p, 116p: First planetary gear 16c, 116c: First carrier 16r, 116r: First ring gear 18s, 118s: Second sun gear 18p, ll8p: Second planetary gear 18c, 118c: Second carrier 18r, 118r: Second ring gear 20s, 120s: Third sun gear 20p, 120p: Third planetary gear 20c, 120c: Third carrier 20r, 120r :3rd ring gear 62: Ring gear (2nd ring gear. 3rd ring gear)

Claims (2)

[Claims] (1) Single pinion type comprising a first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear, and a first carrier that rotatably supports the first planetary gear. a first planetary gear device;
a second sun gear, at least a pair of second planetary gears that mesh with each other and one of which meshes with the second sun gear, a second ring gear that meshes with the other of the second planetary gears, and a second planetary gear that rotatably supports the second planetary gear. a double pinion type second planetary gear device including a carrier; a third sun gear; a third planetary gear meshing with the third sun 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 same to an output member, the first sun gear and the second sun gear are connected to each other,
The first carrier, the second ring gear, the third ring gear, and the output member are connected to each other, and the second carrier and the third carrier are connected to each other, and the first sun gear and the second sun gear are selected as the input members. a first engagement device that selectively couples the first ring gear to the input member; and a third engagement device that selectively couples the third sun gear to the input member. a fourth engagement device for selectively coupling the first ring gear to a position fixing member; a fourth engagement device for selectively coupling the first ring gear to a position fixing member;
A planetary planet for a vehicle, comprising a fifth engagement device that selectively connects the carrier to the position fixing member, and a sixth engagement device that selectively connects the third sun gear to the position fixation member. Gear type transmission. (2) A single pinion type comprising a first sun gear, a first planetary gear that meshes with the first sun gear, a first ring gear that meshes with the first planetary gear, and a first carrier that rotatably supports the first planetary gear. a first planetary gear device;
a second sun gear, at least a pair of second planetary gears that mesh with each other and one of which meshes with the second sun gear, a second ring gear that meshes with the other of the second planetary gears, and a second planetary gear that rotatably supports the second planetary gear. a double pinion type second planetary gear device including a carrier; a third sun gear; a third planetary gear meshing with the third sun 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 carrier are connected to each other, the first ring gear and the second sun gear are connected to each other, the second ring gear, the third ring gear, and the output member are connected to each other, and the first ring gear and a first engagement device that selectively connects a second sun gear to the input member;
a second engagement device that selectively connects the first carrier and the second carrier to the input member; a third engagement device that selectively connects the first sun gear and the third sun gear to the input member; a fourth engagement device that selectively connects the first carrier and the second carrier to the position fixing member; and the third engagement device.
A fifth engagement device for selectively coupling the carrier to the position fixing member; and a sixth engagement device for selectively coupling the first sun gear and the third sun gear to the position fixation member. Planetary gear type transmission for vehicles.